VM  J 

737 


IRLF 


$B    31S 

ODIFIED  SPECIFICATIONS 


TRIPLE-EXPANSION 


II.  S.  S.  SAN  FRANCISCO, 

^(.'.K'L'iSER  Xu.   5,) 

OF 

4,O83  TONS   DISPLACEMENT 

AND 

19  KNOTS  SPEED 


WASHINGTON: 

;o\  KUNMEX  I     I'IMNTIXCi    ()F1  1CK 


LIBRARY 

UNIVERSITY  OP     / 
CALIFORNIA       7 


MODIFIED  SPECIFICATIONS 


FOR 


TRIPLE-EXPANSION 


IV  VI  11  ll  I 

JOHfl  S.  PRELL 

Citil  &  Mcchdffical  Engineer. 

FT    ^F^lfWA(ltfWn 
IJ.   o.   CT»  oA-W    r  JKAJ^tylhLU^ 

(CEUISEE  No.  5,) 

OF 

4,O83  TONS  DISPLACEMENT 

AND 

19  KNOTS  SPEED. 


WASHINGTON: 

GOVERNMENT   PRINTING   OFFICE. 

1888. 


1/^1737 


INDEX. 


Pago, 


Air-cocks,  boiler 54  j 

Air-ducts 47- 1 

Air-pressure  gauges 58  ! 

Air-pumps 35  j 

Ash-dumps 59  i 

Ash-hoists 59 

Ash-pans 47  | 

Ash-pit  doors 46 

Ash-sprinklers 80' 

Attachments,   auxiliary  boiler  56  ; 

Attachments  of  valves  to  hull.  71  j 

Auxiliary  boiler  feed-pump. . .  57  j 

Auxiliary  boiler  attachments.  56  i 

Auxiliary  boiler    55  i 

Auxiliary  engine  stop-valves.  70  ' 

Auxiliary  exhaust-pipes    63  J 

Auxiliary  feed-tank    57 

Auxiliary  feed-pipes 64  j 

Auxiliary  feed-pump 59 

Auxiliary  steam-pipes   62 


Bars,  lazy , 47 

Bearers  and  grate-bars 46 

Bearings,  reversing-shaft 21 

Bearings,    rock-shaft   valve- 
motion   19 

Bearings,  stern-bracket 31 

Bearings,  stern-tube 30 

Bearings,  thrust 29 

Bilge  and  d  o  u  b  1  e-b  o  1 1  o  m 

valve-boxes 71 

Bilge  and  fire-pumps 60 

Bilge  injection-valve 39 

Bilge-pumps,  main 37 

Bilge  suction-pipes 66 

Bleeder-pipes 63 

Blowers .  57 


Page. 

Blowing-engines 58 

Blow-pipes  64 

Bio \v-valves,  bottom 52 

Blow-valves,  surface ..  52 

Boilers  41 

Boilers  and  machinery,  tests  of  88 

Boiler,  auxiliary 55 

Boiler  air-cocks 54 

Boiler  attachments,  main 50 

Boiler  bracing 42 

Boiler  clothing 55 

Boiler  drain-cocks 54 

Boiler-heads 41 

Boiler  man-hole  and  hand-hole 

plates  44 

Boiler  material 41 

Boiler  protectors,  zinc 54 

Boiler  pumping-out  pipe 67 

Boiler  stop- valves 51 

Boiler  saddles 50 

Boiler  shells  41 

Boiler  tubes 42 

Boiler  tube-sheets 41 

Bolts  and  nuts 81 

Bottom  blow-valves 52 

Boxes,  journal 80 

Bracing,  boiler 42 

Brasses,  crank-pin 14 

Bridge-walls 46 

Bulkheads  and  decks,  pipes 

through 67 

Bulkheads,  shafts  through 74 


C 


Changes  in  plans 90 

Check-valves,  feed  52 

Chests,  valve 8 

Circulating-plates    47 

Circulating-pump  connections'  38 


378 


II 


Page. 

Circulating-pumps 37 

Circulating-pump  engines 38 

Clothing,  boiler 55 

Clothing,  cylinder 8 

Clothing,  pipe 67 

Coal-bunkers,  pipes  through. .  67 

Cocks  and  valves 71 

Cocks,  gauge 53 

Combustion-chambers 42 

Condensers 32 

Connections,  circulating-pump  38 

Connections,  hose 64 

Connections  to  valve    rock- 

shafts    18 

Connecting-rods 13 

Couplings,  shaft 27 

Covers,  cylinder. 6 

Covers,  smoke-pipe 50 

Covers,  valve-chest 9 

Crank-pin  brasses 14 

Crank-shaft  pillow-block 

brasses 24 

Crank-shaft   pillow-blocks  ...  23 

Crank-shafts 25 

Cross-head  and  slippers 13 

Cross-head  guides 23 

Cross-heads,  valve-stem 21 

Cylinder  covers 6 

Cylinder    casing,  high  pres- 
sure       3 

Cylinder  clothing 8 

Cylinder  drain-cocks 16 

Cylinder  linings 5 

Cylinder  man-hole  covers 6 

Cylinders,  pump 81 

Cylinder  relief- valves  ..  .   15 


Decks  and  bulkheads,  pipes 

through   67 

Description,  general 1 

Desks,  log 77 

Distilling  apparatus 60 

Doors,  ash-pit 46 

Doors,  furnace 45 

Doors,  uptake    48 


Page. 

Drain-cocks,  boiler 54 

Drain-cocks,  cylinder 16 

Drain-pipes  and  traps 69 

Drawings  of  completed  ma- 
chinery    90 

Drawings,  working 90 

Dry-pipes 51 

Ducts,  air 47 

Dumps,  ash 59 

Duplicate  pieces 84 


E 


Eccentrics 17 

Eccentric-rods 17 

Eccentric-straps    17 

Engine-frames 22 

Engine-room  instruments 76 

Engine-room  telegraphs 78 

Engine-room  water-service. ...  65 

Engines,  securing  in  ship 85 

Engine  throttle-valve 14 

Engines,  blowing 58 

Engines,  circulating-pump  ...  38 

Engines,  reversing 21 

Engines,  turning,  and  gear..   69 

Escape-pipes 64 

Exhaust,  main  feed-pump 63 

Exhaust-pipes 7 

Exhaust-pipes,  auxiliary    ....  63 


Feed  check- valves 52 

Feed-pump,  auxiliary  boiler..  57 

Feed-tanks 40 

Feed-tanks,  auxiliary 57 

Feed-tank  suction-pipes 66 

Feed-suction  from  condensers .  66 

Fire  and  bilge-pumps    60 

Fire-tool  racks 58 

Floor-plates 74 

Frames,  engine 22 

Fronts,  furnace 44 

Furnaces 44 

Furnace-doors 45 

Furnace-fronts...  ..  44 


Ill 


Page. 


Gauges,  air-pressure 58 

Gauge-cocks 53 

Gauges,  steam,  main  boiler  ...  53 
Gear  for  working  valves  from 

deck 81 

Gear,  lifting 82 

Gear,  valve 16 

General  description 1 

Grate-bars  and  bearers 46 

Guides,  cross-head 23 


Hand-rails 75 

Hand-hole  and  man-hole  plates, 

boiler 44 

Heads,  boiler 41 

High-pressure  cylinder  casing.  3 

Hose-connections 64 

Hoists,  ash 59 

Hydrokineters 54 


Indicator  fittings  and  motions  77 

Indicators,  revolution 78 

Injection-valve,  bilge 39 

Injection-valve,  main 39 

Instruments 83 

Instruments,  engine-room 76 

Intermediate  cylinder-casing..     4 


Jackets,  steam 6 

Journal-boxes 80 

Joints,  riveted 43 


Labels  on  gear  and  instruments  72 

Ladders 74 

Lamps,  supports  for 81 

Lazy-bars 47 


Page. 

Levers,  working,  and  gear.. ..  75 

Lifting-gear 82 

Link-blocks    18 

Links 18 

j  Links,  suspension 18 

Links,  valve 20 

Line-shaft 25 

Linings,  cylinder 5 

Linings,  valve-chest 9 

Log-desks 77 

Low-pressure  cylinder-casings  4 

Lubrication 79 

M 

Machinery  and  boilers,  tests  of  88 
Machinery,  drawings  of,  com- 
pleted    90 

Mandrels    for   white-metal 

bearings 80 

Man-hole  and  hand-hole  plates, 

boiler 44 

Man-hole  covers,  cylinder 6 

Main  steam-pipes 61 

Material  and  fitting  of  pipes. .  68 
Materials  and  workmanship  ..  86 


N 


Nozzles,  stop-valve 44 

Nuts  and  bolts...  .  81 


Office,  superintending  naval 

engineer's 89 

Oil-drips 80 

Oil-tanks  82 

Omissions 91 

Outboard-delivery  valves,main  39 


Painting 88 

Pans,  ash 47 

Pillow-block  brasses,  crank- 
shaft     24 

Pillo w-blocks, crank-shaft  ....  23 


IV 


Page. 


Pillow-blocks,  shaft 

Pipe-clothing 

Pipes,  auxiliary-exhaust 

Pipes,  auxiliary-feed 

Pipes,  auxiliary-steam 

Pipes,  bilge-suction 

Pipes,  bleeder 

Pipes,  blow 

Pipes,  dry 

Pipes,  escape 

Pipes,  exhaust 

Pipes,  main-feed   

Pipes,  main-steam 

Pipes,  material  and  fitting  of.. 

Pipes,  sea-suction 

Pipes,  smoke 

Pipes,  suction,  feed-tank 

Pipes  through    bulkheads  and 

decks . . .  

Pipes  through  coal-bunkers  . . 

Pipes,  thickness  of 

Piston  and  slide-valves 

Piston-rods 

Piston-rod  stuffing-boxes 

Pistons 

Plans,  changes  in 

Plates,  circulating 

Plates,  floor 

Platforms,  Avorking 

Pots,  salinometer  

Preliminary  tests  and  trials. .. 

Propeller-shafts 

Propellers,  screw 

Pump-cylinders 

Pump,  feed,  auxiliary-boiler. . 

Pump,  relief- valves 

Pumps,  air 

Pumps,  auxiliary -feed   

Pumps,  circulating 

Pumps,  fire  and  bilge 

Pumps,  main-bilge 

Pumps,  main-feed 


R 


Racks,  fire-tool 

Radiators 

Rails,  hand 


58 
73 
75 


Pago. 

Record  of  weights 89 

Reversing-eugines 21 

Reversing-shaft  bearings 21 

Reversing-shafts 21 

Revolution-indicators 78 

Riveted  joints 43 

Rock-shafts,  valve-motion 19 

Rods,  connecting 13 

Rods,  eccentric 17 

Rods,  piston 12 


S 


Saddles,  boiler 50 

Safety-valves 52 

Salinometer-pots 54 

Screw-propellers 31 

Sea-suction  pipes 65 

Sea-valves 70 

Securing  engines  in  ship 8£f 

Sentinel-valves 53 

Separators 67 

Shaft-couplings ,.  27 

Shaft,  line    25 

Shaft  pillow-blocks 29 

Shafts  .-. 25 

Shafts,  crank ..  25 

Shafts,  propeller 26 

Shafts,  reversing 21 

Shafts,  rock,  valve-motion.. ..  19 

Shafts  through  bulkheads 74 

Shafts,  thrust 26 

Shells,  boiler 41 

Siren 73 

Slippers  and  cross-head 13 

Smoke-pipe  covers 50 

Smoke-pipes 49 

Speaking-tubes 78 

Sprinklers,  ash 80 

Starting- valves 14 

Steam-gauges,  main  boiler 53 

Steam  jackets 6 

Steam  tube-cleaners 60 

Stems,  valve 20 

Stern-bracket  bearings 31 

Stern-tube  bearings 30 

Stern-tube  stuffing-boxes 30 


Papc. 

Stop- valve  noz/le 44 

Stop-valves,  auxiliary  engine  .  70 

Straps,  eccentric 17 

Stuffing-boxes   ..   80 

Stuffing-boxes,  piston-rod 13 

Stuffing-boxes,  stern-tube 30 

Stuffing-boxes,  valve-stem 10 

.Suctions    from  double-bottom 

valve-boxes 66 

Superintending     naval     en- 
gineer's office 89 

Supports  for  lamps 81 

Surface  blow- valves 52 

Suspension-links 18 


Tank,  auxiliary  feed 57 

Tank,  feed 40 

Tanks,  oil 82 

Telegraphs,  engine-room 78 

Tell-tales 79 

Tests  and  trials,  preliminary. .  89 
Tests  of  boilers  and  machinery  88 

Thrust-bearings 29 

Thrust-shafts  26 

Thickness  of  pipes 68 

Throttle-valve,  engine    14 

Tools 83 

Traps  and  drain-pipes 69 

Trials  and  tests,  preliminary..  89 

Tube-cleaners,  steam 60 

Tube-sheets,  boiler 41 

Tubes,  boiler 42 

Tubes,  speaking    78 

Turning-engines  and  gear 69 


U 


Uptakes 48 

Uptake-doors 48 


Valve,  bilge-injection 39 

Valve-chest  covers  * 9 

Valve-boxes,  bilge  and  double- 
bottom  71 


Page. 

Valve-chests 8 

Valve-chest  linings 9 

Valve-gear 16 

Valve-motion,  rock-shaft  bear- 
ings    19 

Valve,  main-injection 39 

Valve-motion,  rock-shafts 19 

Valve-links 20 

Valve,  rock-shaft,  connections 

to 18 

Valve-stem  stuffing-boxes 10 

Valve-stems    20 

Valve-stem  cross-heads 21 

Valves  and  cocks  71 

Valves,  attachments  to  hull 71 

Valves,  boiler-stop 51 

Valves,  bottom-blow 52 

Valves,  cylinder-relief. .......   15 

Valves,  feed-check 52 

Valves,  gear  for  working  from 

deck 81 

Valves,  main  outboard-de- 

livery 39 

Valves ,  pump-relief.  _ 70 

Valves,  slide  and  piston 10 

Valves,  starting 14 

Valves,  sea 70 

Valves,  safety 52 

Valves,  sentinel 53 

Valves,  surface-blow 52 

Ventilators.... 82 

W 

Walls,  bridge 46 

Water-gauges,  main  boiler 53 

Water-service,  engine-room...  69 

Weights,  record  of 85 

Whistle 72 

White-metal  bearings,  man- 
drels for 80 

Working  drawings 90 

Working-levers  and  gear 75 

Working-platforms 75 

Workmanship  and  materials..  86 


Zinc  boiler-protectors 54 


LIST  OF  PLANS  ACCOMPANYING  THESE  SPECIFICATIONS. 


A. — Arrangement  of  boilers,  uptakes,  <fcc. 

H. — Longitudinal  section  of  boiler,  showing  appliances  for  forced 
draught. 

B1. — End  elevation  and  section  of  boiler. 

C. — Auxiliary  boiler. 

D. — Air-pump  and  engine. 

E. — Main  bilge-pumps. 

F.— H.  P.  cylinder. 

G. — I.  P.  cylinder. 

H.— L.  P.  cylinder. 

I. — Alternative  arrangement  of  L.  P.  valves. 

J.— H.  P.  and  I.  P.  pistons. 

K.— L.  P.  piston. 

L. — Piston-rod  packing. 

M. — Crank-shaft  pillow-blocks  and  engine-frames. 

Ml. — Crank-shaft  pillow-blocks  and  engine-frames,  original  de- 
sign. 

N. — Piston-rod,  cross-head  and  guides. 

O.— Crank-shaft. 

O1. — Original  design  of  crank-shaft. 

P. — General  plan  of  engines. 

Q.— General  arrangement  of  machinery. 

R. — Connecting-rod. 


SPECIFICATIONS 

FOR  « 

TWO    DIRECT-ACTING, 

TRIPLE-EXPANSION  SCREW  ENGINES  AND  BOILERS 

FOR 

U.  S.  S.  SAN  FRANCISCO. 


REFERENCE    BEING    HAD    TO    THE    ACCOMPANYING    DRAWINGS,    WHICH 
FORM  A  PART   OF  THESE   SPECIFICATIONS. 


GENERAL  DESCRIPTION. 

The  propelling-engines  will  be  placed  in  separate  water- 
tight compartments  and  will  be  duplicates  —  the  high-pressure 
cylinder  being  the  forward  one  in  the  forward  engine  and  the 
after  one  in  the  after  engine  ;  the  forward  engine  turning  the 
port  propeller.  Each  propelling-engine  will  have  a  high- 
pressure  cylinder  of  42  inches  diameter,  an  intermediate 
cylinder  of  60  inches  diameter  and  a  low-pressure  cylinder  of 
94  inches  diameter  —  the  stroke  of  all  pistons  being  36  inches. 

The  barrels  and  heads  of  all  cylinders  are  to  be  steam  - 
jacketed. 

The  main  valves  will  be  of  the  piston  type  for  the  high- 
pressure  and  intermediate  cylinders,  and  double-ported  slide- 
valves  for  the  low-pressure  cylinder,  all  worked  by  Stephen- 
son  link-motion  with  double-bar  links. 

There  will  be  two  piston-valves  for  each  high-pressure 
cylinder,  two  for  each  intermediate  cylinder,  and  two  double- 
ported  slide-valves  for  each  low-pressure  cylinder. 

19240  -  2  (1) 


S.  PRELL 

Civil  &  Mechanical  Engineer. 

SAN  FKAM  CISCO,  CAL. 


Each  piston  will  have  a  single  piston-rod,  with  a  cross-head 
working  in  slipper-guides. 

The  cylinder  covers  and  the  pistons  for  the  high-pressure 
and  intermediate  cylinders  will  be  of  cast-steel.  The  low- 
pressure  pistons  will  be  of  bronze.  The  cylinder  liners  will 
be  of  hard  cast-iron. 

The  shafting,  piston-rods,  connecting-rods  and  moving  parts 
generally  are  to  be  of  forged  open-hearth  steel. 

The  ties  forming  the  framing  of  engines  and  the  pillow- 
blocks  will  be  of  forged  steel.  The  crank-shafts  will  be  made 
in  interchangeable  sections;  all  shafting  will  be  hollow. 

The  condensers  will  be  cylindrical,  made  entirely  of  sheet- 
copper  and  composition.  Each  condenser  will  have  a  cooling 
surface  of  about  7,276  square  feet,  measured  on  the  outside  of 
the  tubes,  the  water  passing  through  the  tubes. 

There  will  be  for  each  propelling-engine  a  double  horizontal 
double-acting  air-pump  worked  by  a  vertical  inverted-cylinder 
compound  engine. 

The  circulating-pumps  will  be  of  the  centrifugal  type — one 
for  each  condenser — worked  independently. 

The  main  bilge-pumps  will  be  operated  by  continuations  of 
the  air-pump  piston-rods. 

The  propellers  will  be  three-bladed,  right  and  left,  of  man- 
ganese bronze. 

There  are  to  be  four  main  boilers  in  two  water-tight  com- 
partments, with  four  athwartship  fire-rooms,  the  boilers  being 
placed  fore  and  aft.  The  boilers  are  to  be  of  the  double-ended 
horizontal  return-fire  tube  type,  14  feet  8  inches  in  diameter, 
to  carry  a  working  pressure  of  135  pounds  per  square  inch. 
Each  end  of  each  boiler  is  to  have  three  corrugated  furnaces 
3  feet  6  inches  internal  diameter.  The  total  heating  surface 
is  to  be  about  19,480  square  feet  in  main  boilers,  and  a  super- 
heating surface  of  258  square  feet  in  the  steam-pipes  where 
they  pass  through  the  uptakes. 

There  will  be  one  auxiliary  boiler,  with  about  16  square 
feet  of  grate  and  450  square  feet  of  heating  surface.  There 
will  be  in  each  boiler  compartment  two  feed-pumps,  one  for 


the  main  and  one  for  the  auxiliary-feed  system.  Each  system 
will  be  complete  in  itself,  one  entirely  distinct  from  the  other. 

There  will  be  two  smoke-pipes,  one  for  each  compartment. 

The  forced-draught  system  will  consist  of  blowers  discharg- 
ing into  air-ducts  under  the  fire-room  floors,  from  which 
branch-ducts  will  lead  to  the  ash-pits  of  furnaces.  Means  will 
be  provided  for  closing  the  ash-pits  when  under  forced  draught 
and  for  preventing  leakage  of  gases  out  of  the  furnace-doors. 
The  air  supply  to  each  furnace  when  under  forced  draught 
will  be  regulated  by  a  damper. 

There  will  be  a  steam  reversing-gear  and  steam  turning- 
gear  for  each  propelling-engine,  steam  ash-hoists,  bilge  and 
fire-pumps,  a  distilling  apparatus,  and  such  other  auxiliary 
or  supplementary  machinery,  tools,  instruments  or  apparatus 
as  may  be  described  in  the  following  specifications  or  shown 
in  the  official  drawings. 

HIGH-PRESSURE   CYLINDER   CASINGS. 

The  high-pressure  cylinder  casing  of  each  main  engine, 
including  the  steam  and  exhaust  ports  and  passages,  head, 
valve-chest  and  flanges,  is  to  be  made  of  the  best  cast-iron. 
It  will  have,  in  the  cylindrical  part,  walls  1J  inches  thick. 
It  will  be  faced  and  bored,  as  shown,  for  the  reception  of  the 
working  lining  of  cylinder  and  for  the  valve-chest  lining. 

The  steam  and  exhaust  ports  will  be  smoothly  cored  to  the 
dimensions  shown  in  drawings. 

The  brackets  at  the  inboard  end,  for  attachment  of  engine- 
framing,  will  be  well  ribbed  and  truly  faced  to  a  plane  per- 
pendicular to  the  axis  of  the  cylinder. 

There  will  be  a  facing  on  the  side  of  cylinder  next  the 
intermediate  cylinder,  properly  bracketed  and  faced  true  with 
the  line  of  cylinder;  this  will  be  firmly  bolted  to  a  similar 
facing  on  the  intermediate  cylinder. 

There  will  be  a  bracket  under  the  inboard  end  of  cylinder, 
as  shown  in  drawing,  for  securing  the  cylinder  to  engine- 
seating.  The  base  of  this  bracket  to  be  truly  faced  to  a  plane 
parallel  to  the  axis  of  the  cylinder. 


There  will  be  two  supporting  brackets  under  the  outboard 
end  of  each  cylinder,  secured  to  engine-seating  by  holding- 
down  bolts  in  slotted  holes  to  allow  for  expansion. 

The  walls  of  the  steam-passages  will  be  properly  stayed. 

There  will  be  facings,  flanged  and  ribbed  where  necessary, 
for  the  attachment  of  the  cylinder  cover,  valve-chest  covers, 
throttle- valve,  exhaust-pipe,  starting-valve  chest,  starting- 
valve  pipes,  relief- valves,  drain-cocks,  indicator-pipes,  jacket 
steam-pipes,  jacket  drain-pipes  and  oil-cups. 

On  the  inboard  cylinder-head  there  will  be  a  bracket  to 
support  one  end  of  cross-head  slide ;  it  will  be  truly  faced 
parallel  to  the  axis  of  the  cylinder  and  to  the  face  of  the 
cylinder-seating. 

INTERMEDIATE    CYLINDER    CASINGS. 

The  casing  of  each  intermediate  cylinder  will  be  of  the 
same  material  as  that  of  the  high-pressure  cylinder,  and  simi- 
larly fitted,  except  in  the  following  particulars : 

There  will  be  facings  on  each  side,  properly  ribbed  to  corre- 
spond with  those  on  the  high-pressure  cylinder  on  the  one 
side  and  the  low-pressure  cylinder  on  the  other  side,  to  which 
they  will  be  properly  fitted  and  firmly  bolted. 

The  walls  of  the  cylindrical  part  of  the  casing  will  be  If 
inches  thick. 

There  will  be  facings  for  the  engine-framing  for  the  cross- 
head  slide,  cylinder  cover,  valve-chest  covers,  man-hole  cover, 
for  two  high-pressure  exhaust-pipes,  intermediate  exhaust- 
pipe,  pistf>n-rod  stuffing-box,  starting-valve  chest,  starting- 
valve  pipes,  relief- valves,  drain-cocks,  indicator-pipes,  jacket 
steam-pipes,  jacket  drain-pipes,  jacket  safety-valve,  receiver 
safety-valve,  receiver  live-steam  pipe  and  oil-cups.  There  will 
be  a  3-inch  steam -pipe  leading  from  main  steam-pipe  to  the 
intermediate  valve-chest,  fitted  with  a  3-inch  stop-valve. 

LOW-PRESSURE  CYLINDER  CASINGS. 

The  casing  of  each  low-pressure  cylinder  will  be  of  the  same 
material  as  that  of  the  others.  It  will  be  fitted  for  two  double- 


5 

ported  balanced  slide-valves,  and  will  have  a  facing  properly 
bracketed  for  bolting  to  the  intermediate  cylinder  casing.  The 
walls  of  the  cylindrical  part  of  the  casing  will  be  1J  inches 
thick.  There  will  be  facings  for  the  diagonal  braces  with  the 
rock-shaft  bearings  for  the  cross-head  slide,  cylinder-cover, 
valve-chest  covers,  man-hole  covers,  intermediate  "exhaust,  low- 
pressure  exhaust,  piston-rod  stuffing-box,  starting-valve  chest, 
starting-valve  pipes,  jacket  drain-pipes,  jacket  safety-valve, 
jacket  steam-pipe,  relief-valves,  drain-cocks,  indicator-pipes, 
receiver  safety-valve,  receiver  live-steam  pipe  and  oil-cups. 

CYLINDER   LININGS. 

The  cylinder  linings  will  be  made  of  hard,  close-grained 
cast-iron,  of  a  satisfactory  quality.  They  will  be  faced  and 
turned  to  fit  the  cylinder  casings.  Each  lining  will  have  a 
bearing  at  about  the  middle  of  its  length,  as  shown  in  draw- 
ings. Each  lining  will  be  secured  at  the  outboard  end  by 
countersunk-headed  through-bolts  wherever  possible,  and  else- 
where by  countersunk-headed  screws  tapped  into  cylinder 
casing. 

The  joint  at  outboard  end  of  steam-jacket  to  be  made  tight 
by  calking  the  lining  if  necessary. 

The  inboard  ends  of  linings  to  have  inward  flanges,  and 
the  joints  to  be  made  steam-tight,  each  by  a  thin  copper  ring 
secured  to  flange  of  lining  and  to  cylinder  casing  by  |-inch 
square-headed  tap-bolts  spaced  about  3  inches  between  centers; 
these  bolfc|  to  be  set  down  on  wrought-iron  rings  1 J  x  \  inch 
in  cross-section,  which  reinforce  the  copper  ring. 

The  linings,  after  having  been  secured  in  place  in  the 
casings,  will  be  accurately  bored  to  diameters  of  42,  60  and 
94  inches  for  the  high-pressure,  intermediate  and  low-pressure 
cylinders  respectively,  and  to  a  thickness  of  1  inch  for  the 
high  and  \\  inches  for  the  intermediate  and  low-pressure 
cylinders. 

The  boring  to  be  done  with  the  cylinders  in  a  horizontal 
position  and  while  resting  on  their  proper  supports. 

The  linings  will  be  couuterbored  at  the  inboard  ends  as 
shown  in  drawings. 


CYLINDER    COVERS. 

The  cylinder  covers  will  be  made  of  cast-steel,  well  ribbed 
on  outside;  the  high-pressure  and  intermediate  to  be  1  inch 
thick  and  the  low-pressure  to  be  1 J  inches  thick.  Each  cover 
is  to  be  of  such  form  as  to  leave  as  little  clearance  as  practi- 
cable, and  will  be  recessed  for  the  piston-shoe.  It  will  be 
faced  to  fit  the  cylinder  casing;  also  faced  on  outside  of  flange, 
bored  and  faced  for  the  man-hole  cover,  and  turned  to  receive 
the  foundation  of  lagging.  The  covers  will  be  secured  to 
cylinder  casings  by  1  J-inch  steel  studs — there  will  be  34  for 
the  high-pressure,  36  for  the  intermediate,  and  44  for  the  low- 
pressure  cover,  equally  spaced. 

Holes  will  be  drilled  for  jack-bolts  and  eye-bolts. 

There  will  be  a  lo-inch  man-hole  in  each  high-pressure 
and  intermediate,  and  a  25-inch  hole  in  each  low-pressure 
cover. 

There  will  be  a  facing  at  lower  part  for  cylinder  drain-cock. 

CYLINDER   MAN-HOLE    COVERS. 

The  man-holes  in  cylinder  covers  will  have  cast-steel  covers 
of  dished  form  over  the  15-inch  man-holes  in  covers  of  high- 
pressure  and  intermediate  cylinder.  They  will  be  finished  all 
over  on  the  outside,  faced  and  turned  to  fit  the  cylinder  covers, 
and  cored  out  for  clearance  of  piston-rod  nuts. 

The  covers  of  man-holes  in  low-pressure  cylinder  covers  to 
be  cored  out  for  clearance  of  piston-rod  nut,  ribbed  as  shown 
in  drawing,  turned  and  faced  to  fit  man-hole,  and  finished  on 
outside  of  flanges. 

All  man-hole  plates  will  be  secured  by  1-inch  steel  studs — 
10  for  the  high-pressure,  10  for  the  intermediate,  and  14  for 
the  low-pressure  cylinder. 

There  will  be  holes  drilled  and  tapped  for  jack-bolts  and 
eye-bolts. 

STEAM-JACKETS. 

The  cylinders  will  be  steam-jacketed  on  the  sides  and  heads. 
The  space  left  around  the  working  linings  will  form  the 


jackets,  as  shown  in  drawings.  All  ribs  must  be  cored  out 
so  as  to  allow  a  free  circulation  of  the  jacket  steam  and  a  free 
drainage  of  the  water  of  condensation.  Steam  for  the  jackets 
will  be  taken  from  the  main  steam-pipe  in  each  engine-room 
on  the  boiler  side  of  the  throttle-valve. 

A  IJ-inch  branch  will  connect  the  jacket  of  each  high- 
pressure  cylinder  with  main  steam-pipe.  A  2-inch  branch, 
with  a  2-inch  adjustable  spring  reducing- valve  adapted  to 
pressures  of  from  50  to  135  pounds,  will  connect  each  inter- 
mediate jacket  with  main  steam-pipe.  A  2-inch  branch,  with 
an  adjustable  spring  reducing- valve  adapted  to  pressures  of 
from  10  to  60  pounds,  will  connect  each  low-pressure  jacket 
with  main  steam-pipe.  Holes  will  be  bored  to  connect  the 
jacket  spaces  in  heads  with  the  jackets  around  the  cylinder 
linings. 

A  drain-pipe  will  lead  from  the  lowest  part  of  each  jacket 
to  an  approved  automatic  trap — one  for  each  cylinder.  Each 
trap  to  be  provided  with  blow-through  and  bye-pass  valves 
and  discharge  into  the  feed-tank,  with  a  branch  leading  to 
bilge;  both  branches  to  have  stop-valves. 

Each  drain-pipe  will  have  a  stop-valve  near  its  jacket. 

Each  steam-pipe  to  jackets  will  have  a  separate  stop-valve. 

The  drainage  system  of  the  jacket  of  each  cylinder  will  be 
entirely  independent  as  far  as  the  trap  discharge,  from  which 
point  the  drains  may  be  in  common.  All  pipes  in  the  jacket- 
drain  system  will  be  put  together  by  union  joints,  so  as  to  be 
easily  overhauled ;  joints  to  have  projections  to  prevent  packing 
choking  the  pipes. 

There  will  be  a  2-inch  spring  safety-valve  on  each  inter- 
mediate and  low-pressure  jacket,  capable  of  being  adjusted 
from  60  to  135  pounds  per  square  inch  for  the  intermediate 
and  from  10  to  60  pounds  for  the  low-pressure  jackets. 

EXHAUST-PIPES. 

The  high-pressure  cylinder  will  take  steam  between  the 
valves,  thus  leaving  the  valve-stem  stuffing-boxes  and  the 


8 

guides  working  in  the  exhaust  pressure;  there  will,  therefore, 
be  two  17-inch  copper  exhaust-pipes  leading  from  the  ends  of 
the  high-pressure  valve-chest  to  the  ends  of  the  intermediate 
valve-chest;  there  will  be  an  exhaust  connection  23  inches 
diameter  between  the  intermediate  valve-chest  and  that  of  the 
low-pressure  cylinder;  this  connection  will  be  of  composition 
and  fitted  with  a  stuffing-box  to  provide  for  movement  and  to 
facilitate  the  making  of  the  joint.  A  30-inch  copper  pipe  will 
connect  the  exhaust  opening  of  the  low-pressure  cylinder  with 
the  proper  nozzle  on  the  condenser,  with  a  5-inch  branch  for 
bleeder-pipe.  A  light  gridiron  valve  of  composition  will  be 
fitted  in  main  exhaust-pipes  to  shut  the  engine  off  from  the 
condenser  when  the  latter  is  used  for  auxiliary  purposes,  these 
valves  to  have  their  stems  and  operating  gear  detachable  and 
stowed  in  convenient  places. 

CYLINDER   CLOTHING. 

The  cylinders,  valve-chests  and  exhaust-pipes,  after  being 
tested  and  finally  secured  in  place  in  the  vessel,  are  to  be 
covered  with  approved  incombustible  non-conducting  material 
and  neatly  lagged  with  black  walnut  or  teak  all  over,  with 
polished  brass  bands  and  brass  lag-screws. 

The  lagging  is  to  be  made  in  removable  sections  over  each 
cylinder  cover,  man-hole  cover,  valve-chest  cover  and  start- 
ing-valve chest  cover.  The  sections  to  be  of  such  size  as  to 
be  easily  handled,  and  all  parts  marked.  The  lagging  else- 
where is  to  be  so  secured  as  to  be  easily  removed,  replaced  and 
repaired. 

VALVE-CHESTS. 

The  valve-chests  of  the  high  and  intermediate  cylinders 
will  each  be  fitted  to  receive  two  piston- valves.  There  will  be 
openings  at  each  end  for  inserting  and  removing  the  valves 
and  working  linings;  the  chests  will  be  accurately  bored  and 
faced  for  the  reception  of  the  working  linings.  The  valve- 
chest  of  the 'low-pressure  cylinder  will  be  fitted  to  receive  two 
double-ported  balanced  slide-valves.  There  will  be  openings 
in  the  front  or  engine  end  of  the  valve-chest  to  withdraw  or 


place  the  valves  on  their  seats;  the  faces  will  be  accurately 
faced  to  a  true  surface  and  made  perfectly  steam-tight  before 
the  insertion  of  the  linings.  All  steam  and  exhaust  passages 
must  be  thoroughly  cleaned  out,  and  care  must  be  taken  that 
the  passages  are  nowhere  contracted  to  less  than  the  specified 
areas.  Each  intermediate  and  low-pressure  valve-chest  will 
have  a  3-inch  adjustable  spring  safety-valve  of  an  approved 
pattern. 

VALVE-CHEST   LININGS. 

There  will  be  working  linings  to  each  of  the  piston-valves. 
They  will  be  made  of  hard,  close-grained  cast-iron  of  a  satis- 
factory quality.  They  will  be  accurately  turned  and  faced 
to  fit  the  castings,  and  will  be  accurately  bored  to  an  internal 
diameter  of  12  inches  for  each  high-pressure,  and  20  inches 
for  each  intermediate  valve,  leaving  the  walls  about  1  inch 
thick,  as  shown  in  drawings.  They  will  be  forced  into  place, 
making  all  joints  perfectly  tight,  and  will  be  secured  in  place 
by  screws  tapped  half  into  the  linings  and  half  into  the  cas- 
ings. The  steam-ports  will  have  alternating  right  and  left 
diagonal  bridges,  about  1  inch  wide,  leaving  a  clear  port 
opening  of  100  square  inches  in  each  high-pressure  valve- 
chest  lining  and  210  square  inches  in  each  intermediate  valve- 
chest  lining.  There  will  be  a  working  lining  for  each  valve 
in  the  low-pressure  valve-chest,  made  of  hard,  close-grained 
cast-iron,  properly  fitted  to  the  face  on  the  casing,  secured 
by  steel  tap-bolts,  with  slotted  heads,  counter-bored  so  as  to 
finish  J  inch  below  the  working  surface.  All  parts  will  have 
their  edges  finished  accurately  to  given  dimensions.  The 
combined  area  of  steam-port  through  the  low-pressure  valve- 
seats  will  be  700  square  inches. 

VALVE-CHEST   COVERS. 

The  valve-chest  covers  will  be  made  of  cast-steel,  in  dished 
form,  ribbed,  as  show*n  in  drawings. 

The  flanges  will  be  turned  to  fit  the  openings  in  valve- 
chests  and  finished  on  outside.  Each  inboard  cover  will 
have  a  stuffing-box  cast  in,  and  will  have  a  composition 
19240 3 


10 

bushing,  well  secured,  at  bottom  of  stuffing-box ;  this  bushing 
to  be  grooved  circumferentially  to  serve  as  a  wearing  surface 
for  valve-stem. 

Sufficient  metal  will  be  left  in  the  valve-chest  cover  at  the 
side  of  the  stuffing-box  for  a  J-inch  oil  passage ;  this  passage 
will  be  drilled  from  the  outside  of  the  cover,  and  will  com- 
municate with  the  inner  circumferential  groove  of  the  bush- 
ing. 

Each  outboard  cover  will  be  bored  to  receive  a  composition 
bushing,  as  shown  in  drawings,  which  will  be  grooved  in  same 
manner  as  bushing  at  inboard  end,  and  provided  with  a 
similar  oil  passage  leading  through  cover  to  the  inner  cir- 
cumferential groove. 

The  outboard  valve-chest  covers  of  the  intermediate  and 
low-pressure  valve-chest  will  each  have  an  outside  sleeve 
bolted  to  the  cover,  there  being  a  facing  on  the  cover  to  secure 
this  sleeve. 

The  outboard  cover  of  the  high-pressure  cylinder  will 
have  the  sleeve  cast  on. 

Valve-chest  covers  will  be  secured  by  IJ-inch  bolts,  spaced 
not  over  6  inches,  with  finished  wrought-iron  nuts. 

VALVE-STEM    STUFFING-BOXES. 

The  valve-stem  stuffing-boxes  will  be  cast  in  the  inboard 
covers  of  valve-chests,  and  will  be  designed  and  bored  out  to 
the  proper  size  to  receive  Watson's  metallic  packing.  The 
packing-rings  and  shell  will  be  made  of  bronze.  The  bot- 
toms of  the  stuffing-boxes  will  be  formed  by  the  bushings 
before  specified. 

PISTON  AND  SLIDE-VALVES. 

Piston-valves  will  be  made  of  composition  for  the  inter- 
mediate and  of  cast-iron  or  cast-steel  for  the  high-pressure 
cylinders  ;  each  valve  will  be  in  two  parts,  each  of  these  parts 
consisting  of  a  piston  with  follower,  wearing-ring  and  two 
packing-rings.  The  slide-valves  for  low-pressure  cylinder 
will  be  made  of  close-grained,  strong  cast-iron,  of  not  less 


11 


than  20,000  Ibs.  tensile  strength,  cast  with  the  proper  ports 
and  sleeve  for  the  valve-stem.  There  will  be  a  facing  on  the 
upper  side  to  receive  the  working  face  of  the  balance-ring, 
the  inside  area  of  which  will  equal  the  exhaust  opening. 
This  ring  will  be  made  of  U-sections,  as  shown  on  drawing, 
of  copper,  with  a  composition  wearing-face.  The  joint  of  the 
cover  that  carries  the  balance-ring  will  be  a  ground  joint, 
made  perfectly  tight,  without  any  soft  packing. 

In  the  piston-valves  the  followers  will  be  of  the  same 
material  as  the  pistons,  and  secured  in  place  by  steel  bolts  with 
wrought-iron  nuts  and  brass  split-pins.  The  follower-bolts 
will  pass  through  lugs  on  inside  of  shell  of  each  intermediate 
and  low-pressure  valve.  The  heads  will  be  so  formed  and 
fitted  as  to  prevent  turning. 

The  follower-bolts  of  high-pressure  valves  will  be  T-headed, 
with  heads  pocketed  in  shells  of  valves. 

The  wearing-rings  will  be  made  of  close-grained  cast-iron ; 
they  will  be  finished  to  a  neat  end  fit  between  the  valve-piston 
and  follower,  but  will  be  a  loose  side  fit.  They  will  be  smoothly 
and  accurately  turned  and  faced  for  the  reception  of  the  pack- 
ing-rings. The  packing-rings  will  be  of  best  cast-iron,  cast 
larger  than  the  bore  of  valve-chest  lining,  cut  obliquely,* 
sprung  in  and  turned  to  proper  diameter,  tongued  and  fitted 
in  place. 

The  packing-rings  will  have  wearing-faces  1 J  inches  wide, 
and  will  be  f  inch  thick. 

The  two  ends  of  each  valve  will  be  separated,  when  in  place 
on  their  valve-stem,  by  a  cast-steel  distance  piece,  which  will 
be  of  such  length  as  to  make  the  steam  and  exhaust  laps  as 
follows : 


|HlGH-PKESSURE. 

INTERMEDIATE. 

LOW-PRESSURE. 

!    Inboard. 

Steam-lap                   2i 

Outboard. 

m 

0 

H 

Inboard. 

2* 
« 

It 

Outboard. 

2H 
0 

H 

Inboard. 

Outboard. 

Exhaust-lap  :        |f 
Steam-lead  || 

12 

PISTONS. 

The  high-pressure  and  intermediate  pistons  will  be  made  of 
cast-steel,  with  single  shells.  The  low-pressure  pistons  will 
be  made  of  composition,  with  double  shells,  well  ribbed. 

The  followers  are  to  be  of  cast-steel,  each  made  in  two  parts, 
the  lower  part  forming  a  shoe  and  wearing-surface  for  pistons. 
They  will  be  secured  by  IJ-inch  bolts,  10  for  each  high- 
pressure,  14  for  each  intermediate,  and  20  for  each  low-pres- 
sure piston. 

The  follower-bolts  will  be  steel  studs  screwed  into  the 
pistons;  the  bodies  of  the  studs  will  be  square,  passing  through 
square  holes  in  the  followers.  The  follower-bolt  nuts  will  be 
of  wrought-iron,  finished  and  case-hardened ;  each  nut  will  be 
secured  in  place  by  a  brass  split-pin  of  ample  size. 

Each  piston  will  have  two  segmental  packing-rings  of  hard 
cast-iron,  each  f  inch  wide  and  f  inch  thick,  the  sections  to  be 
loosely  doweled  together. 

The  packing-rings  will  be  set  out  by  steel  springs  of 
approved  pattern.  The  springs  will  be  of  the  best  spring- 
steel,  properly  tempered.  The  pistons  must  work  steam-tight 
without  undue  friction. 

The  wearing-shoe  of  each  piston,  forming  the  lower  part  of 
the  follower,  will  extend  for  about  one-third  of  the  circumfer- 
ence at  bottom  of  piston. 

The  holes  for  the  bolts  in  the  lower  part  of  each  follower 
will  be  slotted  vertically  to  allow  of  adjustment  of  the  shoe. 
The  bottom  of  each  shoe  will  be  lined  with  strips  of  approved 
anti-friction  metal.  The  lengths  of  bearing  of  the  shoes,  in 
the  direction  of  the  axes  of  the  cylinders,  will  be  7,  9  and  1 1 
inches  for  the  high,  intermediate  and  low-pressure  cylinders 
respectively.  The  cores  of  low-pressure  pistons  must  be 
thoroughly  cleaned  out,  core-plugs  screwed  in  and  locked,  and 
the  pistons  tested  for  tightness. 

PISTON-RODS. 
The  piston-rods  are  to  be  of  forged  steel  7J  inches  diameter ; 


13 

they  will  be  turned  to  fit  the  piston  with  collar,  as  shown,  and 
fitted  each  with  a  steel  nut  secured  by  a  screwed  stop-pin. 
The  parallel  parts  are  to  be  smoothly  and  accurately  turned. 
The  inboard  end  of  each  piston-rod  will  be  finished  to  fit  the 
cross-head  with  a  collar  and  steel-nut  fitted  and  secured  same 
as  in  piston  end.  The  collars  on  each  end  of  piston-rods  will 
be  9  inches  diameter  and  2  inches  thick,  well  filleted,  and  re- 
cessed in  the  pistons  and  cross-heads. 
• 

CROSS-HEAD    AND    SLIPPERS. 

The  cross-heads  will  be  of  forged  steel,  as  shown  on  draw- 
ing. It  will  be  bored  to  receive  the  piston-rod  end  and  have 
two  journals,  each  8J  inches  in  diameter  and  8  inches  long;  a 
conical  hole  will  be  bored  in  each  journal  end  to  reduce  the 
weight ;  a  composition  or  bronze  slipper-block  will  be  fitted 
and  bolted  under  the  cross-head  as  shown.  A  composition 
guide-gib  in  two  parts  will  be  fitted  to  the  bottom  of  each 
slipper,  flanged  over  the  slipper  at  each  end  and  held  up  by 
locked  tap-bolts.  Each  gib  to  be  finished  with  white-metal 
slabs,  dovetailed,  set  in  place  by  25  tons  to  the  square  inch 
hydraulic  pressure,  and  provided  with  oil-grooves. 

PISTON-ROD   STUFFING-BOXES. 

The  piston  and  stuffing-boxes  will  be  all  alike,  the  shells 
being  of  composition  and  made  in  halves  to  provide  for  slipping 
over  the  collars  on  the  piston-rods.  They  are  to  be  fitted  with 
Watson's  metallic  packing,  arranged  as  shown  on  full-size 
drawing. 

CONNECTING-RODS. 

The  connecting-rods  will  be  made  of  forged  steel  and,  with 
their  fittings,  finished  all  over.  Each  rod  will  be  forked  at  the 
cross-head  end,  and  fittecl  with  cross-head  brasses  in  accordance 
with  the  drawings;  the  crank  end  will  be  finished  with  steel 
cap,  and  bolts  with  recessed  nuts  and  set-screws.  The  rod  and 
cap  will  be  separated  by  chipping -pieces  and  brass  liners,  held 


14 

in  place  by  dowels.  The  caps  and  brasses  at  each  end  will  be 
fitted  with  eve-bolts  for  handling.  The  connecting-rods  will 
be  6  feet  between  centers,  6  inches  diameter  at  cross-head  end, 
and  7  inches  at  crank-pin  end. 

CRANK-PIN    BRASSES. 

The  crank-pin  brasses  are  to  fit  the  connecting-rod  ends  and 
caps  neatly.  They  will  have  proper  clearance  at  top  and 
bottom,  and  will  be  lined  with  approved  anti-friction  metal. 
Each  brass  will  be  held  in  place  by  four  tap-bolts,  two  at  top 
and  two  at  bottom,  with  set-screws. 

The  brasses  are  to  be  J  inch  shorter  than  the  pins. 

ENGINE   THROTTLE- VALVE. 

There  will  be  on  each  engine  a  gridiron  slide-valve  for  a 
throttle,  the  casing  of  the  valve  to  be  bolted  to  the  high-pressure 
valve-chest.  There  will  be  four  openings  through  valve-seat 
and  three  through  valve;  each  opening  will  be  about  2  x  18 
inches  in  the  clear;  the  valve,  when  closed,  to  lap  over  the  seat 
on  each  side  about  J  inch ;  the  ports  in  valve  and  seat  to  have 
their  edges  beveled  back  from  the  faces. 

The  valve,  stem  and  casing  to  be  made  of  composition ;  the 
casing  to  be  made  in  two  parts,  and  joined  by  flanges  near  the 
line  of  valve-face;  the  shell  of  casing  to  be  J  inch  and  flanges 
J  inch  thick. 

The  valve  to  be  stiffened  by  two  ribs  on  its  back ;  to  have 
a  stem  passing  through  a  stuffing-box  and  operated  through 
suitable  gear  by  a  composition  hand-wheel  18  inches  in 
diameter  with  a  winch-handle  at  the  working-platform. 

The  thread  on  the  valve-stem  will  have  a  pitch  of  2  inches. 
An  index  to  be  fitted  to  show  position  of  valve. 

STARTING-  VALVES . 

There  will  be  a  starting- valve  for  each  cylinder  of  the  pro- 
pelling-engines. Each  valve  is  to  be  complete  in  itself,  with 
both  steam  and  exhaust-ports.  The  valves,  chests  and  covers 


15 

will  be  of  composition.  Each  valve  will  have  a  rib  on  its 
back,  working  close  under  the  cover  of  its  chest,  to  prevent 
the  valve  rising  off  its  seat ;  the  valves  to  be  securely  fast- 
ened to  their  stems;  the  valve-chests  to  be  bolted  to  the 
facings  provided  for  them.  Steam  for  the  starting-valves 
will  be  taken  from  the  main  steam-pipes  outside  the  throttle- 
valves  by  a  pipe  having  a  branch  to  each  valve.  There  will 
be  a  stop-valve  in  this  pipe,  to  be  worked  from  the  working- 
platform  ;  also  a  stop- valve  close  to  each  valve-chest.  Each 
starting-valve  will  connect  with  each  end  of  its  cylinder  by  a 
2-iuch  copper  pipe.  These  valves  will  all  exhaust  into  a 
2-inch  pipe  leading  to  the  condenser,  the  branch  from  each 
valve  having  a  stop-valve  close  to  the  valve-chest.  Each 
steam-port  of  each  star  ting- valve  will  have  an  area  of  about 
3  square  inches.  Each  starting- valve  will  be  worked  by  a 
lever  at  the  working-platform;  these  levers  to  be  placed  in 
the  same  order  as  their  respective  valves,  and  to  move  in  the 
same  direction  as  the  desired  motion  of  the  pistons.  The 
valves  are  to  be  in  middle  position  when  their  levers  are  ver- 
tical. The  starting-valve  faces  and  seats  to  be  scraped  to 
perfect  steam-tight  joints. 

CYLINDER   RELIEF-VALVES. 

There  will  be  an  adjustable  spring  relief-valve  on  each  end 
of  each  main  cylinder  of  the  following  diameters:  High- 
pressure  relief-valves,  3J  inches;  intermediate  relief- valves, 
3f  inches;  low-pressure  relief- valves,  5  inches.  Pipes  will 
lead  from  the  relief-valves  to  the  bilge  with  easily-broken 
joints. 

These  valves  to  have  nickel  seats  or  their  equivalent,  and 
the  valve-fittings  to  be  so  constructed  that  the  valves  can  be 
easily  overhauled  without  slacking  the  springs,  and  so  that 
steam  will  not  come  into  contact  with  the  springs.  The 
springs  will  have  approved  means  of  adjustment,  and  will  be 
long  enough  to  allow  the  valves  to  open  to  their  full  extent 
without  unduly  increasing  the  load.  The  valves  to  be  guided 


16 

by  loosely-fitting  wings.  The  springs  are  to  bear  on  shoul- 
ders on  spindles  which  fit  loosely  in  sockets  recessed  in  the 
backs  of  the  valves.  These  spindles  to  be  so  fitted  that  the 
valves  can  be  moved  by  the  application  of  a  lever.  The 
valves  to  be  fitted  with  casings,  which  will  prevent  danger  of 
people  being  scalded  by  hot  water  from  the  cylinders.  Suit- 
able fulcrums  to  be  on  casings  for  the  application  of  levers  for 
working  the  valves;  one  lever  to  be  furnished  for  each  engine- 
room.  All  springs  to  pass  a  satisfactory  test. 

The  spring-casing  of  each  valve  to  be  fitted  with  a  suitable 
lock ;  all  locks  to  have  similar  keys. 

CYLINDER   DRAIN-COCKS. 

There  will  be  a  drain-cock  on  each  end  of  each  main  cyl- 
inder of  the  following  diameters  of  opening:  High-pressure 
drain-cocks,  1J  inches;  intermediate  drain-cocks,  1J  inches; 
low-pressure  drain-cocks,  2  inches.  The  cocks  to  be  perfectly 
tight  without  undue  friction.  The  drain-cocks  of  the  high- 
pressure  and  intermediate  cylinders  of  each  engine  are  to  be 
worked  by  a  single  lever,  and  those  of  the  low-pressure  cyl- 
inder by  a  separate  lever,  both  at  the  working-platform.  All 
the  drain-cocks  of  each  engine  will  discharge  into  a  pipe 
leading  to  the  fresh-water  side  of  the  condenser,  with  a  branch 
to  the  bilge.  The  cock  connecting  the  two  branches  must  be 
such  that  one  branch  must  always  be  open,  but  without  per- 
mitting air  to  enter  the  condenser.  Small  drain-cocks  will  be 
fitted  to  the  lowest  parts  of  drain-pipes. 

The  drain-cock  at  the  inboard  end  of  each  cylinder  will  be 
attached  to  a  brass  pipe  which  will  pass  loosely  through  the 
cylinder-casing  and  be  tapped  into  the  cylinder-lining.  This 
pipe  will  be  fitted  with  a  brass  nut  and  copper  washer  set  up 
on  the  cylinder-casing  so  as  to  make  a  tight  joint,  but  allow 
of  the  expansion  of  the  cylinder-liner. 

VALVE-GEAR. 

The  valve-gear  is  to  be  of  the  Stephenson  type,  and  must 


17 

be  so  adjusted  as  to  cut  off  steam  at  such  a  point  as  shall  give 
the  maximum  engine  power. 

The  links  to  be  of  the  double-bar  type,  operating  the  valves 
through  the  equalizing-bars  and  valve-motion  rock-shafts. 

The  links  to  be  down  in  forward  gear. 

ECCENTRICS. 

The  eccentrics  are  to  be  of  cast-steel,  each  in  two  parts, 
securely  bolted  together.  They  will  be  bored  to  fit  the  shafts 
snugly  and  will  be  held  in  place  each  by  a  key  and  set-screw. 
They  will  be  all  alike  and  truly  finished  to  dimensions  as 
follows:  5J  inches  eccentricity  and  29  inches  greatest  diam- 
eter; they  will  each  be  5  inches  wide,  and  will  have  their  faces 
recessed  J  inch  wide  and  J  inch  deep  on  each  side. 

ECCENTRIC-STRAPS. 

The  eccentric-straps  will  be  made  of  composition,  truly 
bored  and  faced  to  fit  eccentrics.  The  two  parts  will  be  held 
together  by  two  2-inch  bolts;  these  bolts  to  have  square  heads 
and  hexagonal  wrought-iron  nuts,  locked  in  place;  the  bolts 
to  pass  through  lugs  on  straps.  Channeled  brass  chipping- 
pieces  will  be  fitted  between  the  two  parts  of  each  strap, 
notched  over  the  bolts,  and  held  in  place  by  dowels  or  their 
equivalents.  The  back  part  of  each  strap  will  have  a  facing 
for  the  foot  of  the  T-head  of  the  eccentric-rod.  The  strap 
will  be  stiffened  by  a  rib  3  inches  deep  and  If  inches  wide  in 
the  line  of  eccentric-rod,  decreasing  in  depth  towards  the  sides. 

There  will  be  two  2-inch  stud-bolts  screwed  into  the  back 
of  each  strap  to  secure  the  T-head  of  the  eccentric-rod ;  these 
bolts  to  have  finished  wrought-iron  nuts. 

ECCENTRIC-RODS. 

There  will  be  one  wrought-iron  eccentric-rod  for  each  strap, 

with  a  T-head  at  one  end  to  secure  it  to  its  strap;  the  link 

end  to  be  forked  and  fitted  with  brasses,  strap,  gib  and  key, 

or  caps  and  bolts,  as  may  be  found  most  suitable.     They  shall 

19240—4 


18 

all  be  alike,  except  as  to  being  right  and  left  for  off-set;  they 
shall  be  2J  x  5  inches  at  the  strap  end  and  2J  x  3J  inches  at 
the  link  end. 

LINKS. 

The  links  will  be  of  the  double-bar  pattern,  made  of  forged 
steel,  finished  all  over.  All  links  will  have  the  same  mean 
radius  and  a  cross-section  of  2  x  5  inches.  The  links  will  be 
down  when  in  forward  gear.  The  link-pins  to  be  forged  in 
the  links  and  finished  to  3J  inches  diameter  and  3  inches 
long ;  the  pin  at  upper  end  of  each  to  be  extended  to  form 
the  suspension-pin,  which  will  be  2J  x  2J  inches.  Each  pair 
of  bars  will  be  secured  by  a  shouldered  steel  stud  at  each  end, 
and  fitted  with  a  finished  wrought-iron  nut  at  each  end ;  the 
bars  will  be  fitted  6J  inches  face  to  face. 

LINK-BLOCKS. 

The  link-blocks  will  be  made  of  forged  steel,  fitted  with 
composition  gibs,  arranged  to  receive  liner  for  taking  up  the 
wear,  the  gibs  to  fit  accurately  on  curved  sides  of  the  links. 
The  middle  of  each  link-block  to  be  turned  to  form  a  4  x  4- 
inch  link-block  pin,  terminating  at  each  end  in  a  pair  of  jaws 
8J  inches  wide,  to  span  corresponding  bar  of  link. 

SUSPENSION-LINKS. 

Each  Stephenson  link  will  be  suspended  from  the  corre- 
ponding  arm  of  the  reversing-shaft  by  two  flat-sided,  forged- 
steel  suspension-links ;  to  be  2J  x  3  J  inches  at  the  middle 
and  2J  inches  diameter  at  ends. 

The  ends  of  the  links  to  be  fitted  with  composition  bush- 
ings, bored  to  fit  suspension-pins  on  main  links  and  pins  on 
reversing-shaft  arms. 

CONNECTIONS   TO   VALVE    ROCK-SHAFTS. 

The  motion  of  each  link-block  will  be  transmitted  to  the 
valve  rock-shaft  by  a  connecting-link,  one  end  of  which  will 


J9 

be  so  guided  by  a  radius-link  as  to  minimize  the  slip  of  the 
link-block  when  in  forward  gear.  These  connecting-links 
will  be  made  of  cast-steel,  in  form  as  shown,  finished  all  over; 
each  link  will  have  adjustable  brasses  at  link-block  and  rock- 
shaft  connections,  and  a  composition  bushing  at  radius-link 
connection. 

Each  radius-link  will  have  a  bushed  eye  at  upper  end 
working  on  a  fixed  pin,  and  a  double  eye  and  pin  at  lower 
end  to  fit  the  bushing  in  the  connecting-link.  The  pins  for 
the  fixed  centers  of  these  links  will  be  carried  by  the  rock- 
shaft  bearings.  Dimensions  and  positions  of  centers  to  be  as 
shown  on  diagram  of  valve-gear. 

VALVE-MOTION   EOCK-SHAFTS. 

The  valve-motion  rock-shafts  and  all  the  arms  will  be  of 
forged  steel  and  finished  all  over.  Each  will  be  carried  in 
two  bearings  as  shown ;  each  will  have  three  arms,  two  to 
connect  with  valve-sterns  and  the  other  to  connect  with  link- 
motion,  which  will  have  a  pin  forged  on  to  finish  for  a  journal 
4x4  inches.  The  arms  connecting  with  the  valve-stems 
will  each  have  a  jaw  to  span  the  valve-stems,  each  side  having 
a  pin  turned  to  2J  x  2J  inches.  The  rock-shafts  will  be 
finished  with  raised  portions  to  receive  the  arms  and  form 
collars  for  the  bearings.  The  rock-shaft  for  low-pressure 
valves  will  be  finished  to  a  diameter  of  10  inches  in  the  arms 
and  8  inches  in  the  journals  and  body,  and  will  have  a  4-inch 
hole  bored  through  it.  The  rock-shafts  for  the  high-pressure 
and  intermediate  valves  will  be  finished  to  a  diameter  of  8 
inches  in  the  arms  and  6  inches  in  the  journals  and  body,  and 
will  have  a  3-inch  hole  bored  through  them.  The  arms  will 
be  pressed  on  with  a  pressure  of  10  tons  per  inch  of  diameter, 
and  secured  by  one  key. 

VALVE-MOTION   ROCK-SHAFT    BEARINGS. 

The  valve-motion  rock -shaft  bearings  will  be  of  forged 
iron  and  finished  all  over;  they  will  rest  upon  and  be  bolted 


20 

to  the  square  portion  of  the  upper  struts  of  the  engine-framing, 
as  shown  in  drawings ;  they  will  be  fitted  with  adjustable 
brasses  and  caps.  Those  for  the  low-pressure  valve-motion 
rock-shafts  will  be  forged  with  and  form  part  of  a  pair  of 
diagonal  ties,  extending  from  the  main  pillow-blocks  to  the 
front-head  of  low-pressure  cylinder,  as  shown  in  the  draw- 
ings. 

VALVE-LINKS. 

The  valve-links,  two  for  each  valve,  will  be  of  forged 
steel,  finished  all  over,  10  inches  between  centers. 

The  end  connecting  to  valve-stem  will  be  fitted  with  a 
composition  bushing ;  the  end  connecting  with  rock-shaft 
arm  will  have  adjustable  brasses.  Each  valve-link  will 
carry  a  wiper  oil-cup  at  each  end  that  will  take  oil  from 
a  stationary  oil-cup,  properly  secured  and  provided  with 
suitable  wicks. 

VALVE-STEMS. 

The  valve-stems  will  be  of  forged  steel ;  4  inches  in  diame- 
ter at  the  stuffing-box  and  reduced  to  2f  inches  where  they 
pass  through  the  valves.  There  will  be  a  hole  bored  in  the 
valve-stems  at  their  inboard  ends,  2|  inches  diameter.  The 
stems  to  be  tapped  at  their  inboard  ends,  each  with  a  steel 
stud  screwed  into  it  and  pinned  in  place,  the  studs  to  be  3 
inches  diameter.  The  studs  will  be  turned  down,  where  they 
pass  through  the  valve-stem  cross-head,  to  2J  inches  diame- 
ter, and  fitted  with  feathers  to  prevent  valve-stem  cross-head 
turning  on  stem.  The  ends  of  the  studs  will  be  threaded  and 
fitted  with  finished  wrought-iron  nuts. 

A  composition  washer  J  inch  thick  to  be  placed  between 
each  cross-head  and  shoulder  of  valve-stem  for  valve  adjust- 
ment. There  will  be  at  the  outboard  end  of  each  valve-stem 
a  steel  distance-piece  and  composition  nut  to  secure  the  valve 
in  place;  this  nut  to  fit  a  right-handed  thread  on  valve-stem 
and  to  be  locked  by  a  nut  on  a  left-handed  thread  on  valve- 
stem. 


21 

VALVE-STEM    CROSS-HEADS. 

The  valve-stem  cross-heads  will  be  of  cast-steel,  finished 
all  over;  to  have  a  pin  at  each  end  2J  x  2J  inches.  The  boss 
of  each  cross-head  to  be  bored  to  fit  a  stud  on  valve-stem  and 
to  have  a  key-way  to  fit  the  feather  on  same. 

KEVERSING-SHAFTS. 

There  will  be  a  forged-steel  reversing-shaft  in  three  sections 
to  facilitate  removal,  bolted  together  by  solid  forged  coup- 
lings. The  arms  for  operating  the  links  and  the  arm 
attached  to  the  reversing-gear  will  be  of  forged  steel;  the  arms 
for  the  high-pressure  link  and  the  low-pressure  link  will  be 
keyed  on  the  ends  of  the  shaft,  and  the  arm  for  the  interme- 
diate link  will  be  keyed  on  the  coupling ;  the  arm  for  revers- 
ing-gear will  also  be  on  the  coupling.  The  reversing-arm  will 
be  arranged  to  receive  a  sliding  block,  and  will  have  a  cap  for 
disconnecting ;  this  arm  will  be  designed  so  as  to  span  the  guide 
and  cross-head  of  the  reversing-engine.  The  reversing-shafts 
will  be  6  inches  in  diameter  in  the  journals  and  body  and  7 
inches  in  the  arms,  and  wrill  have  a  3-inch  hole  through  its 
whole  length;  each  link-arm  will  be  provided  with  a  screw- 
adjustment  and  slot  for  the  suspension-pin,  so  that  any  link 
can  have  its  position  changed  independently  of  the  others,  the 
slot  to  be  set  at  such  an  angle  as  to  bring  all  the  links  in  full 
gear  when  reversed,  independent  of  the  position  of  any  of  the 
pins  in  the  slot,  and  to  be  so  arranged  that  it  can  be  adjusted 
for  any  link  from  the  working-platform  by  means  of  a  socket- 
rod. 

REVERSIXG-SHAFT    BEARINGS. 

The  reversing-shaft  bearings  will  be  made  with  their  caps 
of  composition,  the  bearings  to  be  securely  bolted  to  the  square 
part  of  the  lower  struts  of  the  engine  framing. 

REVERSING-ENGINES. 

Each  reversing-engine  will  consist  of  a  steam-cylinder  with 
a  hydraulic  controlling  cylinder.  The  steam-cylinder  will  be 


22 

20  inches  diameter,  with  a  stroke  of  about  27  inches,  and  the 
controlling  cylinder  9  inches  diameter;  it  will  occupy  a  recess 
between  the  high-pressure  cylinder  and  the  intermediate 
cylinder,  on  facings  provided  in  the  web-casting  between  the 
cylinders.  The  steam  piston-rod  will  be  secured  to  a  steel 
cross-head  at  lower  end,  working  in  suitable  guides,  and  con- 
necting by  sliding-blocks  with  the  arm  on  the  reversing- 
shaft;  the  piston-rod  on  the  upper  end  will  pass  into  the 
controlling  cylinder  and  continue  through  it,  having  the  same 
diameter  at  each  end ;  the  controlling  cylinder  will  be  of  com- 
position. The  valve  of  the  steam-cylinder  will  be  of  the 
piston  pattern  of  composition,  working  in  a  composition-lined 
valve-chest;  there  will  be  a  bye-pass  valve  on  the  hydraulic- 
cylinder,  which  will  be  worked  by  a  continuation  of  the  stem 
of  the  steam  piston-valve;  these  valves  will  be  worked  by  a 
system  of  differential  levers,  the  primary  motion  being  derived 
from  the  hand-lever  on  the  working-platform,  and  the 
secondary  motion  from  a  pin  on  the  reversing-arm,  all  parts 
to  be  so  adjusted  that  the  reversing-engine  shall  follow  the 
motion  of  the  hand-lever  and  be  firmly  held  when  stopped ; 
a  suitable  clamping  device,  easily  worked  from  the  platform, 
to  be  fitted  so  that  the  position  of  the  links  shall  not  be 
affected  by  any  leakage  of  the  hydraulic-gear.  There  will  be 
a  stop-cock  in  the  bye-pass  pipe  of  the  hydraulic-cylinder; 
the  pump  for  reversing  by  hand  will  be  fitted  to  the  side  of 
the  hydraulic-cylinder,  with  its  lever  convenient  to  the  work- 
ing-platform;  the  bye-pass  pipes  will  pass  through  the  valve- 
box  of  the  hand-gear  in  such  a  way  as  to  leave  the  hand- 
arrangement  in  gear  all  the  time. 

ENGINE-FRAMES. 

The  framing  of  the  engines  will  consist  of  forged-steel  or 
wrought-iron  struts,  two  of  which  will  connect  each  crank- 
shaft pillow-block  to  the  corresponding  cylinder.  The  body 
of  the  struts  will  be  6  inches  diameter,  the  portion  that  re- 
ceives the  bearings  for  working-shaft  and  reversing-shaffc  will 


23 

be  7  inches  square;  each  strut  will  have  a  flange  at  the  cylin- 
der end  2J  inches  thick  and  15  inches  square,  faced  on  both 
sides,  and  bolted  to  the  cylinder  casing  by  8  bolts  1 J  inches 
diameter,  bolt-holes  to  be  slotted  to  permit  of  a  slight  vertical 
adjustment ;  abutments  will  be  cast  in  the  cylinder  faces  to 
receive  keys,  top  and  bottom.  The  crank-shaft  end  of  each 
strut  will  be  enlarged  to  8  inches  for  a  distance  of  12  inches, 
with  a  collar  at  the  end  of  11  inches  diameter  and  2  inches 
thick  ;  the  end  will  be  bored  out  to  receive  the  end  of  the  pil- 
low-block and  binder-bolt.  The  pillow-blocks  to  be  so  made 
that  the  back  brasses  can  be  adjusted  without  the  addition  or 
reduction  of  liners,  according  to  details  hereafter  worked  out 
and  approved  by  the  Navy  Department. 

CROSS-HEAD    GUIDES. 

« 

The  lower  portion  of  cross-head  guides  will  be  made  of 
close-grained  cast-iron,  with  circulating  water  passages  cast 
through  it,  as  shown  on  drawing;  one  end  will  be  secured  to 
a  bracket  cast  for  that  purpose  on  the  cylinder  casing;  the 
other  end  will  rest  on  a  facing  cast  on  the  steel  foundation 
plate,  as  shown.  The  wearing-surface  will  be  23  inches  wide 
and  4  feet  8  inches  long ;  there  will  be  a  steel  backing-guide, 
bolted  on  each  side  of  each  cross-head  guide,  the  joint  to  be  on 
the  line  of  the  face  so  that  the  slipper-gibs  can  be  withdrawn 
sideways,  or  may  be  lined  up  without  being  removed.  There 
will  be  7  reamed  bolts  1 J  inches  diameter  for  each  backing- 
guide;  the  guides  will  be  Avell  finished  and  secured  in  proper 
alignment;  oil-grooves  and  proper  oil-boxes  to  be  fitted. 

CRANK  -SHAFT   PILLOW-BLOCKS. 

The  crank-shaft  pillow-blocks,  two  for  each  section  of  crank  - 
shafts,  will  be  made  of  forged  steel  or  wrought-iron  ;  the  base 
will  be  faced  on  the  bottom,  and  the  block  will  be  tool-finished 
all  over;  there  will  be  a  groove  cut  in  the  bottom  perpendic- 
ular to  the  line  of  the  shaft,  which  will  fit  over  a  tonny  cast 
on  the  upper  face  of  the  foundation  plate.  There  will  also  be 


24 

side  seats  for  taper  liners  or  keys,  for  adjustment,  as  shown. 
The  holding-down  bolts,  six  in  number,  will  pass  through 
slots  in  the  taper  liners;  the  taper  will  be  on  the  under  side 
of  the  liners  to  admit  of  a  horizontal  adjustment  of  the  pil- 
low-block without  any  vertical  movement.  Each  pillow- 
block  will  have  a  forged-steel  cap  which,  together  with  the 
pillow-block,  will  be  bored  and  faced  for  the  brasses,  and  will 
be  accurately  fitted  to  the  jaws  of  pillow-block ;  the  cap-bolts 
will  be  of  forged  steel  4J  inches  diameter  in  the  thread,  5  in- 
ches in  the  struts,  6  inches  in  the  collars,  and  3f  inches  else- 
where, as  shown  in  drawing.  The  outer  end  will  be  threaded 
and  fitted  with  finished  wrought-iron  nuts,  with  collars  and 
set-screws.  All  the  necessary  oil-holes  and  holes  for  water 
service  to  be  provided.  The  pillow-blocks  for  low-pressure 
engine  to  be  shaped  on  top  to  receive  the  foot  of  a  diagonal 
brace,  as  shftwn. 

CRANK-SHAFT   PILLOW-BLOCK    BEASSES. 

The  crank-shaft  pillow-block  brasses  will  be  made  of  com- 
position, lined  with  approved  anti-friction  metal.  Each  pair 
of  brasses  will  be  bored  for  a  crank-shaft  journal,  and  turned 
to  fit  the  pillow-block  and  cap;  they  must  be  easily  removable 
when  the  shaft  is  in  place. 

Each  brass  will  be  held  in  place  by  four  IJ-inch  tap-bolts 
passing  through  pillow-block  or  cap,  as  the  case  may  be,  and 
screwed  into  the  brass,  two  at  top  and  two  at  bottom.  The 
brasses  will  be  separated  by  channeled  brass  chipping-pieces, 
each  secured  by  two  lugs  and  tap-bolts,  and  easily  removable 
when  the  brasses  are  in  place.  There  will  be  oil-grooves 
about  J  inch  wide  and  about  J  inch  deep  between  the  slabs  of 
anti-friction  metal,  extending  to  within  J-  inch  of  each  end  of 
the  brasses,  where  the  brass  will  form  a  stop  to  prevent  the  oil 
running  out. 

The  brasses  will  be  finished  all  over  and  parted,  as  shown 
in  drawing.  Each  brass  will  be  tapped  and  fitted  with  eye- 
bolts  for  handling.  The  back  brass  of  each  pillow-block  will 


25 

be  tapped,  as  shown  in  drawing,  for  a  1  J-inch  composition  pipe, 
the  pipe  to  be  screwed  into  the  brass,  and  to  extend  through 
the  back  of  pillow-block  and  to  be  connected  with  the  engine- 
room  water-service  pipes.  A  suitable  valve  will  be  placed  in 
this  pipe  in  an  accessible  position. 

Each  front  brass  will  have  a  hand-hole  to  correspond  to  the 
hand-hole  in  the  pillow-block  cap. 

SHAFTS. 

All  the  crank,  line,  thrust  and  propeller-shafts  are  to  be  of 
steel.  Each  length  will  be  forged  solid  in  one  piece,  and  will 
have  a  hole  drilled  axially  through  it  from  end  to  end. 

All  shafts  are  to  be  finished  all  over. 

CRANK-SHAFTS. 

There  will  be  three  sections  of  crank-shafts  for  each  pro- 
pelling-engine, all  alike  and  interchangeable.  Each  section 
will  have  a  crank  of  18  inches  throw  and  will  have  a  coupling 
at  each  end.  The  length  of  each  section  of  shaft  will  be  8  feet 
4  inches  over  all.  There  will  be  two  journals,  one  on  each  side 
of  the  crank,  each  14 J  inches  in  diameter. 

The  shaft  will  be  increased  to  15  inches  diameter  at  the 
eccentric  seatiugs.  The  crank-pins  will  be  15  inches  diameter 
and  16  inches  long.  The  crank-webs  will  each  be  17  inches 
wide  and  10J  inches  thick,  the  webs  to  be  beveled,  as  shown 
in  drawing.  The  crank-pins  must  be  accurately  parallel  to 
the  main  journals.  All  journals  are  to  be  smoothly  and  accu- 
rately turned,  and  when  finished  will  be  tested  and  their 
accuracy  proved.  There  will  be  a  hole  7  inches  in  diameter 
bored  axially  through  each  shaft  and  crank-pin.  When  bolted 
together  the  cranks  will  be  at  angles  of  1 20°  to  each  other,  the 
intermediate  to  follow  the  high-pressure  and  the  low-pressure 
to  follow  the  intermediate. 

LINE-SHAFT. 

The  port  crank-shaft  will  be  connected  to  the  thrust-shaft 
by  a  line-shaft  in  two  lengths.  It  will  be  13J  inches  diameter, 

19240 5 


26 

with  a  7-iuch  axial  hole.  It  will  rest  in  a  pillow-block  in  the 
forward  engine  compartment,  one  in  after  engine  compartment, 
and  one  in  shaft-alley.  It  will  also  have  a  spring-bearing  in 
after  engine  compartment  between  cross-head  slides  of  air- 
pump. 

The  starboard  crank-shaft  wall  be  connected  to  the  thrust- 
shaft  bv  a  line-shaft  in  one  length,  with  one  pillow-block  in 
shaft-alley.  There  will  be  a  distance  of  f  inch  between  line- 
shafts  and  thrust-shafts. 

THRUST-SHAFT. 

Each  thrust-shaft  will  be  1 3  J  inches  diameter,  with  a  7-inch 
axial  hole.  There  will  be  eleven  thrust- collars  18|  inches  in 
diameter  and  If  inches  thick.  The  diameter  of  the  shaft 
between  collars  will  be  increased  to  14  inches.  Each  shaft 
is  to  be  carried  in  bearings  forward  and  abaft  the  thrust- 
bearing.  No  part  of  the  weight  is  to  be  taken  by  the  thrust- 
bearing. 

PROPELLER-SHAFTS. 

The  propeller-shafts  will  each  be  in  two  lengths,  14 J  inches 
diameter.  A  9-inch  hole  will  be  bored  axially  through  the  after 
section.  A  9-inch  hole  will  be  bored  in  the  forward  section 
of  each  shaft  from  the  after  end  to  within  18  inches  from  the 
forward  end;  thence  it  will  be  tapered  to  a  diameter  of  6J 
inches  12  inches  from  end;  it  will  be  further  reduced  6  inches 
from  end,  and  will  be  threaded  and  fitted  with  a  6  J-inch  steel 
stud,  locked  in  place.  This  stud  will  be  reduced  to  4J  inches 
diameter  outside  the  shaft,  threaded  and  fitted  with  a  nut; 
the  stud  to  extend  beyond  the  nut  and  to  be  squared. 

The  forward  section  of  each  shaft  will  be  about  18  feet 
long,  cased  with  composition  f  inch  thick  where  it  passes 
through  the  stern-tube  up  to  the  outboard  coupling.  The 
after  section  will  be  44  feet  long,  cased  with  composition  |  inch 
thick  where  it  passes  through  the  stern-bracket  bearing. 

The  casing  will  be  shrunk  and  pinned  on  at  the  bearings, 
but  between  the  stern-tube  bearings  will  be  carried  clear  of 
the  shaft. 


27 

The  different  lengths  of  casing  must  be  made  perfectly 
water-tight  at  their  junctions.  The  casings  must  be  accurately 
and  smoothly  turned  to  form  journals. 

The  forward  end  of  forward  section  of  shaft  will  be  reduced 
to  a  diameter  of  14  inches  for  a  length  of  12  inches  to  receive 
the  coupling-sleeve  elsewhere  specified,  and  will  have  three 
splines  for  2J  x  2^-iucli  feather-keys. 

The  after  end  of  after  section  will  be  tapered  from  14  J 
inches  to  llf  inches  diameter  in  a  length  of  2  feet  10  inches 
to  fit  the  bore  of  propeller-boss,  and  will  have  a  spline  for  a 
2f  x  2f-inch  feather-key. 

Abaft  this  the  diameter  will  be  reduced  to  10  inches, 
threaded  and  fitted  with  a  nut  and  keeper,  the  thread  being 
turned  off  abaft  the  nut.  There  will  be  a  water-tight  plug 
in  the  after  end. 

There  will  be  at  the  forward  end  of  the  after  section  of 
propeller-shaft  a  cast-steel  casing  to  form  a  fair  water-line 
from  the  end  of  the  stern-tube  to  the  shaft.  This  sleeve  will 
be  as  tight  as  possible,  finished  on  the  outside,  and  bored  to  fit 
the  shaft  and  couplings.  It  will  be  secured  to  the  coupling 
by  six  j-inch  naval-brass  screws  tapped  into  the  coupling- 
flanges,  these  screws  to  have  slotted  button-heads.  The  shaft, 
couplings  and  casings  to  be  well  coated  with  the  same  compo- 
sition as  the  hull. 

SH  A  FT-COUPLINGS. 

All  lengths  of  shafting,  except  as  otherwise  specified,  will 
have  coupling-flanges  forged  on. 

The  different  sections  of  crank-shafts  and  line-shafts  will 
be  coupled  to  each  other  by  flanges  27  inches  in  diameter 
faced  3  inches  thick,  each  with  six  3 J-inch  bolts.  The  bolt- 
holes  must  be  equally  spaced  and  drilled  accurately  to  template ; 
the  bolt-holes  in  crank-shafts  to  be  symmetrically  placed 
relatively  to  the  cranks.  The  coupling-flanges  on  the  eccen- 
tric ends  of  the  sections  of  crank-shafts  will  have  the  bolt- 
holes  counterbored  f  inch  deep  for  4J-iuch  bolt-heads. 

The  line  and  thrust-shafts  will  be  coupled  to  each  other  by 


28 

flanges  30  inches  in  diameter,  faced  3f  inches  thick.  These 
flanges  will  stand  off  from  each  other  about  f  inch,  and  will 
have  for  each  coupling  eight  headless  bolts,  which  will  be  3J 
inches  in  diameter  in  the  thrust-shaft  flange  and  3  inches  in 
diameter  in  the  line-shaft  flange.  The  bolts  will  be  tightly 
set  up  in  the  line-shaft  flange  by  wrought-iron  -nuts.  They 
will  fit  loosely  in  the  thrust-shaft  flange,  where  they  will  be 
lubricated  by  an  approved  centrifugal  oiling  device. 

The  forward  end  of  the  forward  section  of  each  propeller- 
shaft  will  have  a  cast-steel  sleeve,  2  feet  5  inches  in  diameter 
and  13  inches  long,  slipped  on  and  keyed  by  three  2J  x  2J- 
inch  feathers.  The  sleeves  will  be  secured  in  place  each  by  a 
wrought-iron  washer  about  15  inches  in  diameter  and  If 
inches  thick,  fastened  to  the  shaft  by  the  steel  stud  before 
specified.  This  washer  will  fit  a  recess  in  the  after  end  of 
thrust-shaft.  The  sleeves  will  be  fluted  between  the  bolt- 
holes.  Each  sleeve  will  be  bolted  to  the  after  flange  of  thrust- 
shaft,  which  will  be  2  feet  5  inches  diameter  and  3J  inches 
thick,  by  six  3J-inch  bolts.  These  bolts  will  fit  the  forward 
ends  of  the  holes  in  sleeve  snugly  and  will  have  clearance  in 
the  after  ends.  The  two  sections  of  propeller-shaft  will  have 
coupling-flanges  forged  on,  28 J  inches  diameter  and  3J  inches 
thick,  joined  by  six  3J-inch  bolts  with  nuts  permanently 
locked  in  place. 

The  eccentric  end  of  each  section  of  crank-shaft  will  have 
a  projection  15  inches  in  diameter  and  J  inch  long,  which 
will  fit  a  corresponding  recess  in  the  adjoining  section  of 
crank  or  line-shaft.  The  recesses  which  come  together  at  the 
junction  of  the  high-pressure  and  intermediate  shafts  will  be 
filled  with  a  tightly-fitting  steel  disc  15  inches  diameter  and 
1  inch  thick,  with  a  7-inch  hole  in  it.  There  will  be  similar 
projections  and  recesses  at  the  coupling  between  the  two  sec- 
tions of  the  port  line-shaft  and  at  the  outboard  couplings  of 
the  propeller-shafts. 

All  coupling-bolts  will  be  of  forged  steel  and  must  fit  holes 
snugly  except  where  otherwise  specified.  All  nuts  to  be  of 
wrought-iron. 


29 


8HAFT    PILLOW-BLOCKS. 

The  line-shaft  pillow-blocks  will  be  of  cast-iron,  faced  and 
bolted  to  the  seatings  provided.  The  caps  will  be  secured 
each  by  four  IJ-inch  wrought-iron  bolts.  The  holding-down 
bolts  will  be  1 J  inches  diameter  in  If -inch  holes.  Each  cap 
will  have  a  grease-cup  cast  on,  with  hinged  cover.  Each 
bearing  will  be  lined  with  anti-friction  metal. 

The  length  of  line-shaft  bearings  in  forward  engine  com- 
partment will  be  1 8  inches,  that  in  after  engine  compartment 
24  inches,  those  in  shaft-alleys  16  inches. 

There  will  be  a  spring-bearing  for  line-shaft  between  cross- 
head  slides  of  air-pump  in  after  engine  compartment. 

The  pedestal  of  the  pillow-block  in  after  engine  compart- 
ment will  have  two  brackets  for  supporting  the  after  end  of 
condenser,  and  two  brackets  to  which  the  bilge-pump  casings 
will  be  attached. 

THRUST-BEARINGS. 

Each  thrust-bearing  pedestal,  of  cast-iron,  will  be  firmly 
bolted  to  the  seating  provided,  and  bored  out  to  receive  the 
lower  part  of  bearing.  The  bearing  will  be  in  two  parts,  of 
cast-iron,  with  white-metal  linings.  The  lower  part  will  be 
turned  to  fit  the  pedestal.  The  upper  part,  or  cap,  will  be 
separated  from  the  bottom  by  composition  distance  pieces, 
and  will  be  fitted  in  place  with  six  If -inch  wrought-iron 
dowel-pins,  fitting  snugly  in  holes  in  the  lower  part  of  bear- 
ing. The  cap  will  be  faced  to  fit  longitudinal  recesses  in  the 
upper  flanges  of  pedestal,  and  will  be  held  down  by  eight  If- 
inch  wrought-iron  bolts,  body-bound  in  pedestal,  but  with 
slotted  holes  in  cap.  Each  cap  will  have  a  box  cast  on  top, 
divided  into  two  parts,  one  for  oil  the  other  for  water,  the 
former  having  a  hinged  cover.  There  will  be  a  hole  for  oil 
and  another  for  water  leading  down  to  each  collar  and  each 
recess,  the  white  metal  being  properly  channeled.  The  oil- 
box  will  be  divided  by  athwartship  partitions. 

The  end  and  side  walls  of  the  pedestal  will  extend  as  high 


so 

as  the  center  line  of  the  shaft  to  form  an  oil-trough.  Inside 
this  trough,  both  forward  and  abaft  the  thrust-collars,  will  be 
a  composition  bearing  about  8  inches  long  for  taking  the 
weight  of  the  shaft.  These  bearings  will  be  adjustable  ver- 
tically by  wedges  with  regulating-screws. 

At  each  end  of  each  thrust-bearing  there  will  be  a  divided 
stuffing-box  and  gland  to,  prevent  the  escape  of  oil.  J£t  the 
bottom  of  each  thrust-bearing  there  will  be  a  fore-and-aft 
channel  connecting  all  the  bearing  recesses ;  a  drain-cock  to 
be  fitted  at  each  end. 

STERN-TUBE    BEARINGS. 

Each  stern-tube,  fitted  by  the  hull  contractors,  will  be 
finished  by  the  engine  contractors  as  follows:  A  composition 
lining,  turned  to  fit  the  stern-tube,  will  be  inserted  from  the 
inner  end  and  secured  by  a  water-tight  flange-joint.  This 
lining  is  to  be  about  1^  inches  thick  at  forward  end  and  1 
inches  at  after  end,  and  will  be  about  12  feet  from  face  o 
flange  to  after  end.  A  prolongation  of  the  forward  end  of 
the  lining  will  form  the  stuffing-box  casing.  The  lining  will 
be  bored  out  at  forward  and  after  ends  and  will  be  fitted  with 
sections  of  lignum vita3.  The  lengths  of  the  lignumvitas  bear- 
ings will  be  2  feet  6  inches  at  each  end.  The  lignumvitse  will 
be  prevented  from  turning  by  a  composition  strip  screwed  to 
the  tube-lining,  and  will  be  properly  channeled  for  the  cir- 
culation of  water.  The  lignumvitaB  must  bear  on  end  of  grain 
and  will  be  smoothly  and  accurately  bored  out  in  place  to  suit 
the  shaft-casing. 

STERN-TUBE   STUFFING-BOXES. 

A  composition  ring  will  be  inserted  in  the  forward  part  of 
each  stern-tube  lining  to  form  the  bottom  of  the  stuffing-box, 
and  will  be  pinned  in  place.  The  gland  will  be  of  composi- 
tion, with  naval-brass  bolts,  fitted  with  pinion-nuts  and  spur- 
ring. The  packing  space  is  to  be  about  6  inches  deep  and  1 J 
inches  wide.  There  will  be  a  IJ-inch  drain-cock  with  pipe 
leading  to  engine-room  bilge. 


31 

STERN-BRACKET   BEARINGS. 

Each  stern-bracket  is  to  have  a  neatly  fitting  composition 
lining,  about  1 3%  inches  thick,  inserted  from  the  after  end  and 
secured  by  a  flange-joint.  It  will  be  fitted  with  a  lignumvitse 
bearing  about  4  feet  8  inches  long,  fitted  as  in  the  stern-tubes, 
and  bored  out  in  place  to  suit  the  shaft-casing.  The  lignulu vitas 
will  be  held  in  place  at  the  after  end  by  a  flat  ring,  pinned  on, 
and  at  the  forward  end  by  a  conical  ring  similar  to  those  at 
after  ends  of  stern-tubes.  A  light  steel  sleeve,  with  interior 
reinforce  ring,  will  be  properly  secured  to  each  stern-bracket, 
and  will  be  so  shaped  as  to  make  a  fair  water-line  to  the 
propeller-boss. 

SCREW-PROPELLERS. 

The  screw-propellers  will  be  made  of  manganese  bronze. 
The  starboard  propeller  will  be  right-handed  and  the  port  one 
left-handed.  They  will  be  three-bladed,  14  feet  3  inches  in 
diameter.  The  bosses  will  be  spherical,  about  3  feet  1 1  inches 
diameter.  Each  blade  will  be  secured  to  the  boss  by  seven 
3|-inch  naval-brass  tap-bolts  secured  by  lock-plates.  The 
recesses  for  the  bolt-heads  will  be  covered  by  composition 
plates,  held  by  counter-sunk  screws,  and  finished  to  form  a 
smooth  surface  fair  with  the  boss.  The  pitch  to  be  hereafter 
determined.  The  bolt-holes  will  be  slotted  to  allow  the  pitch 
to  be  varied. 

Each  boss  will  be  bored  to  an  accurate  fit  on  the  tapered 
end  of  shaft,  and  fitted  with  a  wrought-iron  2J  x  2f-inch 
feather-key. 

The  developed  area  of  the  blades  of  each  propeller  will  be 
about  57  square  feet.  The  thickness  of  the  middle  of  blades 
at  2  feet  3  inches  from  center  of  shaft  will  be  5f  inches.  The 
thickness  at  1  inch  from  edges  of  blades  will  not  be  over 
f  inch ;  the  edges  to  be  made  as  sharp  as  possible. 

Each  propeller  will  be  held  on  the  shaft  by  a  nut,  screwed 
on  and  locked  in  place.  The  shaft-casing  is  to  enter  about 
1  inch  into  the  propeller-boss  and  to  be  fitted  water-tight. 
Each  boss  will  be  finished  at  the  after  end  by  a  composition 


32 

cap,  bolted  on  water-tight.  The  bosses  and  caps  will  be  fin- 
ished all  over.  The  blades  will  be  cast  as  smooth  as  possible, 
and  will  have  any  roughness  removed.  The  flanges  of  the 
blades  are  to  be  turned  and  faced  to  fit  the  recesses  in  the  bosses 
accurately,  and  after  being  secured  in  place  must  have  the 
edges  made  fair. 

Three  extra  blades  for  each  propeller,  of  such  dimensions 
as  may  be  directed,  will  be  furnished;  and  will  be  delivered 
at  such  naval  station  in  the  United  States  as  may  be  directed, 
to  be  left  in  store. 

CONDENSERS. 

The  condensers  will  be  cylindrical,  6  feet  1  inch  internal 
diameter,  each  made  in  three  principal  sections; — the  middle 
sections  of  composition  and  the  others  of  sheet-brass,  Muntz 
metal  or  copper. 

There  will  be  the  following  openings  in  the  middle  section 
of  each  condenser,  each  with  properly  faced  flanges,  viz : 

One  for  main  exhaust-pipe,  30  inches  diameter ; 

One  for  air-pump  engine  exhaust-pipe,  4J  inches  diameter ; 

Two  for  air-pump  suction-pipes,  each  8J  inches  diameter; 

One  for  salt- feed  pipe,  2  inches  diameter ; 

One  for  soda-cock ; 

One  for  steam-pipe  for  boiling  the  water  in  condenser; 

One  15x1 2-inch  man-hole  at  the  side  of  the  main-exhaust 
nozzle ; 

One  15  x  12-inch  man-hole  at  the  bottom.  Each  middle 
section  will  also  have  two  brackets  for  securing  the  condenser 
to  the  engine-room  bulkhead  and  two  supporting  brackets. 

The  tube-sheets  will  be  made  of  composition  or  Muntz 
metal,  1  inch  thick,  with  smoothly-finished  holes  for  the  tubes, 
tapped  and  fitted  with  glands  for  packing  the  tube  ends.  The 
glands  will  be  beaded  at  outer  ends  to  prevent  tubes  from 
crawling,  and  will  be  slotted  to  admit  a  tool  for  screwing  up. 
Cotton  packing  will  be  used.  There  will  be  4,453  seamless- 
drawn  brass  tubes  in  each  condenser,  f  inch  outside  diameter, 
No.  20  B.  W.  G.  in  thickness.  The  tubes  will  be  10  feet 


long  between  tube-sheets  and  will  be  spaced  ^f  inch  between 
centers.  The  cooling  surface  of  each  condenser  will  be  about 
7,276  square  feet,  measured  on  the  outside  of  the  tubes. 

The  end  sections  of  each  condenser  will  be  single-riveted 
to  the  middle  section,  and  will  have  flanges  riveted  on  to  con- 
nect with  the  tube-sheets.  The  longer  section  of  each  con- 
denser will  be  strengthened  at  its  middle  by  a  composition 
ring  riveted  on.  The  longitudinal  seams  will  be  double-riveted. 
The  tube-sheets  will  be  secured  to  the  flanges  of  the  shell  by 
naval-brass  collar-bolts,  which  will  also  be  used  for  fastening 
the  circulating-water  chests. 

The  chest  for  entrance  and  exit  of  circulating  water  will  be 
made  of  composition,  with  a  division-plate  in  the  middle  and 
with  a  man-hole  in  each  compartment.  The  inlet  and  outlet- 
nozzles  will  each  be  17  inches  in  diameter  of  opening. 

The  water-chest  at  the  other  end  of  the  condenser  will  be 
built  up  in  dished  form,  as  shown,  with  composition  flange, 
man-hole  frame,  and  man-hole  plate,  and  with  a  sheet-brass 
body.  There  will  be  two  stay-bolts  to  connect  the  man-hole 
frame  to  the  tube-sheet. 

There  will  be  six  braces  of  rolled  Muntz  metal  connecting 
the  tube-sheets,  each  f  inch  in  diameter,  and  each  passing 
through  a  stay-tube  1  inch  external  diameter  and  No.  10  B. 
W.  G.  in  thickness. 

Baffle-plates  of  brass,  Muntz  metal  or  copper  will  be  fitted, 
as  shown,  to  direct  the  steam  over  all  the  tubes.  Plates  will 
be  provided  for  supporting  the  tubes  and  to  act  also  as  baffle- 
plates. 

On  top  of  the  horizontal  baffle-plate  there  will  be  a  vertical 
dividing-plate,  3  inches  high,  extending  from  end  to  end.  At 
each  end  of  this  horizontal  plate  there  will  be  a  vertical  plate, 
3  inches  high,  extending  24  inches  each  side  of  the  middle, 
with  holes  for  the  tubes  to  pass  through.  At  the  bottom  of 
each  condenser  there  will  be  a  vertical  dividing-plate  extend- 
ing from  the  shell  to  the  lower  row  of  tubes,  to  insure  an  equal 
supply  of  water  of  condensation  to  each  air-pump  suction-pipe. 
192iO— 6 


34 

In  front  of  the  main  exhaust-nozzle,  above  the  tubes,  will  be 
a  deflecting-plate,  supported  as  shown.  This  plate  to  be  per- 
forated only  where  not  in  the  direct  line  of  the  incoming  steam. 

Each  condenser  will  be  supported  at  the  end  nearest  the  air- 
pump  by  two  prolongations  of  the  tube-sheet,  which  will  be 
secured  by  angles  bolted  to  brackets  cast  on  the  top  of  the  air- 
pump  casing.  Each  condenser  will  be  supported  near  the 
middle  by  two  3-iuch  wrought-iron  stanchions  bolted  to  the 
facings  provided  for  them,  as  shown,  on  the  middle  section  of 
the  condenser,  and  resting  upon  and  b&lted  to  seatings  pro- 
vided for  the  purpose.  The  after  condenser  will  be  supported 
at  its  after  end  by  two  prolongations  of  the  tube -sheet,  which 
will  be  secured  by  angles  to  brackets  on  the  line-shaft  pillow- 
block  underneath.  The  forward  condenser  will  be  supported 
at  its  forward  end  by  a  J-inch  iron  plate,  properly  stiffened  by 
angles,  which  will  be  built  up  from  the  inner  bottom  of  the 
vessel  and  bolted  to  a  prolongation  of  the  tube-sheet. 

Each  condenser  will  be  connected  by  three  wrought-iron 
plate-brackets  to  the  fore-and-aft  engine-room  bulkhead, — the 
end  brackets  to  be  bolted  to  the  tube-sheets  and  the  middle 
bracket  to  a  facing  provided,  as  shown,  on  the  middle  division 
of  the  condenser. 

A  2-inch  salt-feed  pipe,  with  a  spray  in  the  exhaust-passage, 
will  be  fitted  to  each  condenser.  A  copper  tank,  pipe  and 
cock  to  be  provided  for  admitting  an  alkaline  solution  into  the 
condenser;  this  pipe  to  connect  with  the  salt-feed  spray;  the 
tank  to  be  of  at  least  10  gallons  capacity  and  conveniently 
placed.  A  IJ-inch  branch  from  the  auxiliary  steam- pipe  will 
lead  to  the  bottom  of  the  condenser  for  cleaning  the  tubes  by 
boiling. 

The  salt-feed  pipe  of  each  condenser  will  be  connected  with 
the  delivery  side  of  the  engine-room  auxiliary-pump.  Drain- 
cocks  will  be  provided,  with  pipes  leading  to  the  bilge. 

All  parts  of  the  condensers,  except  as  otherwise  specified, 
will  be  made  of  composition.  All  bolts  to  be  made  of  naval 
brass.  All  bolts  for  securing  flanges  of  pipes  and  man-hole 
plates  will  be  standing  bolts,  and  will,  wherever  possible,  be 


35 

screwed  into  the  condenser-plates  with  heads  inside.  The 
condensers  must  be  perfectly  tight  all  over  and  be  so  proved 
after  being  secured  in  place. 

AIR-PUMPS. 

There  will  be  a  double  double-acting  horizontal  air-pump, 
driven  by  a  two-cylinder  vertical  inverted  cylinder  compound 
engine,  for  each  propelling-engine.  The  engine  will  drive  a 
crank-shaft,  carried  in  four  bearings,  with  cranks  at  right- 
angles  and  with  a  fly-wheel  at  each  end.  The  air-pump  con- 
necting-rods will  be  connected  to  the  same  crank-pins  as  the 
engine  connecting-rods — the  former  having  forked  ends  and 
the  latter  single  ends. 

All  parts  of  the  pumps,  except  as  otherwise  specified,  will 
be  made  of  composition.  Each -air-pump  will  have  a  piston 
working  in  a  cylinder  of  20  inches  bore.  The  stroke  will  be 
18  inches.  The  pump-pistons  will  be  cast  hollow,  and  must 
be  tested  for  perfect  tightness.  Each  piston  will  have  a  wear- 
ing surface  of  lignum  vita3,  as  shown,  bearing  on  end  of  grain. 
The  piston  packing  to  be  made  of  hemp,  set  up  by  a  follower 
with  locked  nuts.  The  pump  piston-rods  and  follower-bolts 
will  be  made  of  rolled  phosphor-bronze  or  aluminum-bronze. 
There  will  be  fifteen  foot-valves  and  fifteen  deli  very- valves 
at  each  end  of  each  pump,  all  4  inches  in  diameter,  made  of 
the  best  hard  rubber  or  of  such  other  material  as  may  be  ap- 
proved. Each  valve  will  be  held  in  place  by  a  guard  and  a 
spiral  spring  of  phosphor-bronze.  The  valves  and  guards 
must  be  easily  removable,  and  held  firmly  in  place.  The  valve- 
seats  will  be  made  separately  from  the  pump-casings  and  will 
be  bolted  in  place.  The  foot-valve  seats  will  be  placed  in  in- 
clined positions  at  the  sides  of  the  pumps,  and  the  delivery- 
valves  horizontally  at  the  highest  parts  of  the  pump-chambers. 
There  must  be  no  pockets  in  the  pump-chambers,  underneath 
the  deli  very- valves,  where  vapor  can  lodge.  The  gratings  of 
the  valve-seats  must  be  so  arranged  that  the  clear  opening  of 
each  valve  shall  be  at  least  6J  square  inches.  The  pump- 
barrels  will  be  provided  with  working  linings.  The  pump- 


36 

casings  and  bonnets  will  be  well  ribbed.  The  bonnets  will 
be  provided  with  jack-bolts  and  eye-bolts.  Each  air-pump 
will  have  two  suction-nozzles,  each  8J  inches  in  diameter. 
Each  of  these  nozzles  will  be  connected  by  a  copper  pipe  and 
straightway- valve  to  the  corresponding  nozzle  on  the  bottom 
of  the  condenser. 

Each  hot- well  will  be  formed  to  act  as  an  air-chamber. 
Each  air-pump  will  have  two  outlets,  each  6  inches  in  diame- 
ter, connected  by  a  copper  pipe,  a  prolongation  of  which  will 
lead  to  the  feed-tank. 

The  engine-cylinders  will  be  12  and  19  inches  bore  respect- 
ively. Each  cylinder  will  be  supported  at  the  back  by  a  cast- 
iron  frame  forming  the  cross-head  guide  and  at  the  front  by 
a  wrought-iron  column.  The  cylinders  and  bed-plates  will 
be  bolted  together  as  shown.  The  high-pressure  and  low- 
pressure  valve-chests  of  each  engine  will  be  connected  by  a 
copper  pipe  3J  inches  diameter.  The  pistons  and  cylinder- 
covers  will  be  made  of  cast-steel.  The  crank-shafts,  piston- 
rods  and  connecting  rods  will  be  made  of  forged  steel.  The 
pistons  will  be  fitted  with  cast-iron  packing-rings.  The  cross- 
heads  will  have  cast-steel  slippers  lined  with  white  metal, 
working  in  cast-iron  guides  with  composition  guards.  The 
crank-shafts  will  be  4  inches  diameter,  with  bearings  5  inches 
long.  Each  crank-pin  will  be  4J  inches  diameter  and  7  inches 
long.  Each  cylinder  will  have  a  slide-valve,  worked  through 
gear,  as  shown  by  a  pin  carried  on  a  plate  so  secured  to  the 
fly-wheel  that  its  position  may  be  varied. 

Each  engine  will  take  steam  from  a  branch  of  the  main 
steam-pipe,  with  a  stop-valve  having  a  hand-wheel  at  the 
working-platform,  and  will  exhaust  by  a  special  pipe  into  the 
condenser. 

The  air-pump  engines  will  be  connected  to  the  pumps  by 
cast-iron  frames,  which  will  form  the  air-pump  cross-head 
guides.  The  engines,  pumps  and  frames  will  be  securely 
bolted  to  the  seatings  provided  for  them.  The  air-pump 
piston-rods  will  be  continued  through  the  cylinder-covers,  and 
will  be  connected  by  keys  to  the  main  bilge-pump  plungers. 


37 

Each  air-pump,  together  with  its  condenser,  must  maintain 
a  vacuum  of  within  4  inches  of  mercury  of  the  weather  ba- 
rometer with  the  propelling-engines  at  full  power  under 
forced  draught. 

MAIN    BILGE-PUMPS. 

The  main  bilge-pumps  will  be  of  the  plunger  type,  two  in 
each  engine  compartment.  These  pumps  will  be  placed  be- 
hind the  air-pumps,  and  will  be  worked  by  prolongations  of 
the  air-pump  piston-rods,  to  which  their  plungers  will  be 
keyed.  Each  plunger  will  be  6  inches  in  diameter,  cast  hol- 
low, as  light  as  possible,  and  will  be  tested  for  tightness.  The 
pumps  will  be  made  in  all  parts,  except  as  otherwise  specified, 
of  composition.  There  will  be  four  foot-valves  and  four 
delivery-valves  for  each  pump.  The  valves  will  be  3  inches 
in  diameter,  made  of  phosphor-bronze  -fa  inch  thick,  and  will 
each  be  secured  by  a  guard  with  a  phosphor-bronze  spiral 
spring.  The  valves  must  be  so  arranged  as  to  be  easily  over- 
hauled when  the  pumps  are  running.  Each  pump  will  have 
a  copper  air-chamber  on  the  delivery  side.  The  suction-pipe 
of  each  pump  will  be  4J  inches  bore  and  the  delivery-pipe  3J 
inches  bore.  There  will  be  a  non-return  valve  in  each  de- 
livery-pipe, so  arranged  with  a  screw-stern  that  it  may  be 
lifted  off  its  seat,  but  may  not  be  screwed  down.  The  bilge- 
pumps  in  the  after  engine  compartment  will  be  secured  to  the 
line-shaft  pillow-block  under  the  after  end  of  the  condenser. 
The  bilge-pumps  in  the  forward  engine  compartment  will  be 
supported  by  a  continuation  of  the  air-pump  seatings. 

CIRCULATING-PUMPS. 

There  will  be  a  centrifugal  circulating-pump  for  each  con- 
denser, each  driven  by  an  inclosed  three-cylinder  engine. 
Each  pump  must  be  capable  of  discharging  8,000  gallons  of 
water  per  minute  from  the  bilge.  The  pumps  will  be  made 
of  composition,  except  as  otherwise  specified.  Each  pump- 
casing  will  be  made  in  two  parts,  divided,  the  upper  part  with 
conveniences  for  handling.  The  suction-nozzle  will  form  a 


38 

support  for  the  pump  and  will  be  securely  bolted  to  its  seat- 
ing. This  nozzle  will  have  a  17-inch  opening  for  sea  suction 
and  a  15-inch  opening  for  bilge  suction.  The  pump-runners 
will  be  42  inches  in  diameter,  smoothly  cored,  finished  on  the 
outside,  and  perfectly  balanced.  The  shafts  will  be  of  phos- 
phor-bronze. The  bearings  will  consist  of  sections  of  lignum- 
vitse  on  end  of  grain,  dovetailed  into  composition  split-sleeves, 
which  will  be  well  secured  against  turning.  The  stuffing-box 
glands  will  be  each  in  two  parts.  There  will  be  an  air-cock 
at  the  top  of  the  pump-casing  and  a  drain-cock  at  the  bottom. 
The  pump-casings  must  be  made  as  light  as  possible  consist- 
ent with  strength,  and  must  be  smoothly  cored,  with  easy 
bends  wherever  the  direction  of  the  flow  of  water  is  changed. 

CIRCULATING-PUMP    ENGINES. 

The  circulating-pump  engines  will  be  of  the  inclosed  three- 
cylinder  single-acting  type,  of  approved  pattern,— -each  of 
sufficient  power  to  secure  the  results  above  specified.  The 
engine-valves  must  be  of  either  the  slide  or  piston  type.  All 
lubrications  of  the  engines  to  be  automatic. 

CIRCULATING-PUMP   CONNECTIONS. 

Each  circulating-pump  will  be  fitted  with  pipes  and  valves 
to  draw  from  the  sea  or  engine-room  bilge,  and  will  deliver 
into  the  condenser;  also  direct  to  the  outboard-delivery  pipe 
by  a  17-inch  pipe  connecting  inlet  and  outlet  of  condenser. 
This  pipe  and  the  inlet-pipe  to  condenser  each  to  have  a 
dam  per- valve  of  approved  pattern. 

The  injection  and  delivery-pipes  will  be  17  inches  internal 
diameter. 

There  will  be  damper- valves  in  the  pipes  leading  from  the 
sea  and  from  the  bilge  in  each  engine  compartment.  These 
valves  will  be  so  connected  by  levers  that  when  one  is  shut 
the  other  is  open;  and  both  will  be  worked  by  a  long  lever 
well  above  the  floor-plates. 


39 

MAIN    INJECTION-VALVE. 

There  will  be  a  17-inch  straight-way  screw  main  injection- 
valve  in  each  engine  compartment.  It  will  connect  with  the 
sea  by  a  conical  steel  tube  through  the  double-bottom  in  after 
engine  compartment,  between  frames  71  and  72,  and  between 
second  and  third  longitudinals  from  keel.  In  the  forward 
engine  compartment  it  will  connect  with  the  sea  just  above 
the  double-bottom,  between  frames  Nos.  57  and  58.  There 
will  be  a  strainer  in  each  pipe  at  the  ship's  side. 

The  valve  in  forward  compartment  will  be  contained  in  a 
trunk  under  the  coal-bunker,  by  which  it  may  be  reached 
from  the  engine-room.  It  will  be  worked  from  the  engine- 
room  by  bevel  gearing. 

There  will  be  a  1  J-inch  steam-pipe  leading  from  the  auxil- 
iary steam-pipe  to  the  injection-pipe  outside  of  injection- valve 
at  each  end  of  pipe. 

BILGE-INJECTION    VALVE. 

There  will  be  a  17-inch  bilge-injection  pipe  connected  with 
each  circulating-pump;  each  pipe  to  have  a  17-inch  non-re- 
turn valve,  that  can  be  lifted  from  its  seat  by  an  outside 
screw-stem. 

MAIN   OUTBOARD-DELIVERY  'VALVES. 

There  will  be  in  each  engine  compartment  a  main  outboard- 
delivery  valve  of  the  same  size  and  type  as  main  injection- 
valves. 

The  valve  in  after  engine  compartment  will  connect  with  a 
steel  pipe  about  f  inch  thick,  passing  through  the  double-bot- 
tom between  frames  74  and  75  and  between  the  second  and 
third  longitudinals. 

The  valve  in  forward  engine  compartment  will  connect 
with  the  ship's  side,  between  frames  57  and  58,  just  below 
the  protective-deck ;  the  pipe  and  valve  to  be  inclosed  in  a 
trunk  to  be  worked  from  the  engine-room  by  bevel  gearing. 
Zinc  protecting-rings  to  be  fitted  to  valves. 


40 


FEED-TANK. 


There  will  be  a  feed-tank  in  forward  engine-room  of  about 
120  cubic  feet  capacity.  It  will  be  made  of  y5g-inch  wrought- 
iron — utilizing  the  engine-room  bulkhead  for  one  side  of  the 
tank.  It  will  be  stayed  internally  as  may  be  directed.  It 
will  have  at  least  140  cubic  inches  of  rolled  zinc  plates  about 
\  inch  thick,  suspended  from  the  braces.  The  straps  sus- 
pending the  zinc  plates,  and  the  braces  where  the  straps  come 
in  contact,  are  to  be  filed  bright  before  fitting;  the  joints  to 
be  then  well  painted  on  the  outside,  or  be  made  water-tight 
in  other  approved  manner.  On  top  of  the  tank  there  will  be 
a  filter,  into  which  the  water  from  the  air-pumps  will  be  de- 
livered. The  filter  will  be  provided  with  sponges  and  will 
be  so  arranged  that  the  sponges  are  readily  accessible.  The 
tank  will  have  a  man-hole  with  bolted  cover.  It  will  have  a 
glass  water-gauge  with  suitable  guards,  shut-off  cocks  and 
drain-cocks.  The  tank  and  filter  will  have  the  following 
pipe  connections:  A  discharge-pipe  from  each  air-pump;  an 
overflow-pipe  leading  to  bilge,  but  so  arranged  that  any  water 
passing  down  it  may  be  seen — this  pipe  to  have  a  non-return 
valve;  a  suction-pipe  to  forward  feed-pump,  with  valve;  a 
suction-pipe  to  after  feed-pump,  with  valve ;  drain-pipes  from 
traps,  as  elsewhere  specified ;  a  vapor-pipe,  6  inches  diameter, 
of  copper,  No.  16  B.  W.  G.  The  vapor-pipe  will  lead  up 
the  engine-room  hatch  and  discharge  above  the  level  of  the 
awnings,  where  it  will  have  a  suitable  hood;  or  it  may  be  led 
into  the  main  escape-pipes.  Each  feed-pump  suction  will  be 
provided  with  a  valve  operated  by  a  copper  float  in  the  feed- 
tank, so  arranged  that  it  will  allow  no  air  to  enter  the  feed- 
pipes. There  will  be  a  small  supplementary  feed-tank  in  the 
after  engine-room  above  the  level  of  the  air-pump,  into  which 
the  air-pump  will  discharge.  From  this  tank  a  6-inch  vapor- 
pipe  will  lead  as  specified  for  the  forward  compartment,  and 
a  4-inch  water-pipe  will  lead  to  feed-tank  in  forward  engine- 
room.  The  main  feed-tank  will  form  a  support  for  the  for- 
ward end  of  forward  condenser. 


41 

BOILERS. 

There  will  be  four  cylindrical,  double-ended,  horizontal 
return-tube  boilers  14  feet  8  inches  greatest  diameter  and  19 
feet  2  inches  mean  length  over  heads.  Each  boiler  will  have 
three  corrugated  furnaces  42  inches  in  least  internal  diameter. 
The  boilers  will  be  divided  into  two  groups,  each  in  a  separate 
water-tight  compartment. 

BOILER  MATERIAL. 

All  material  used  in  the  construction  of  the  boilers,  except 
the  tubes,  rivets  and  circulating-plates,  is  to  be  open-hearth 
steel.  The  tubes  are  to  be  of  wrought-iron  or  steel  of  the 
best  quality.  The  rivets  to  be  of  either  open-hearth  or  Clapp- 
Griffiths'  steel.  All  material  is  to  be  tested  as  elsewhere 
specified. 

BOILER-SHELLS. 


The  shell  of  each  boiler  will  be  1-^  inches  thick,  made  in 
three  rings,  each  ring  of  three  plates. 

BOILER-HEADS. 

Each  head  of  each  boiler  is  to  be  made  of  three  plates  ;  the 
upper  plate  !-£%  inches  thick,  the  middle  plate  forming  the 
front  tube-sheet  will  be  f  inch  thick,  and  the  lower  plate 
f^  inch  thick.  The  lower  plates  of  front  heads  to  be  flanged 
inwardly  at  each  furnace  and  all  plates  flanged  inwardly  at 
circumference.  The  heads  will  be  curved  to  a  radius  of  4 
feet  2f  inches  at  the  top,  as  shown  in  drawing. 

BOILER   TUBE-SHEETS. 

The  front  and  back  tube-sheets  will  each  be  f  inch  thick. 
The  tube-sheet  will  be  drilled  for  stay-tubes  and  plain  tubes, 
as  shown,  and  tapped  in  place  for  the  stay-tubes.  All  tube- 
holes  to  be  slightly  rounded  at  edges.  Each  pair  of  tube- 
sheets  must  be  accurately  parallel. 

19240—7 


42 

BOILER-TUBES. 

All  boiler-tubes  are  to  be  of  the  best  quality  of  wrought- 
iron  or  steel,  lap-welded,  6  feet  9  inches  long  between  tube- 
sheets.  There  will  be  about  114  stay-tubes  and  416  ordinary 
tubes  in  each  end  of  each  boiler.  All  tubes  will  be  2J 
inches  external  diameter.  The  ordinary  tubes  will  be  No.  12 
B.  W.  G.,  and  will  be  swelled  to  2-fg  inches  external  diameter 
at  the  front  ends.  They  will  be  expanded  in  tube-sheets  at 
both  ends  and  beaded  over  at  combustion-chamber  ends.  The 
stay-tubes  will  be  No.  6  B.  W.  G.,  upset  at  both  ends  to  2f 
inches  external  diameter,  leaving  the  internal  diameter  as  in 
the  remainder  of  the  tube,  then  swelled  at  the  front  end  to  2J 
inches  external  diameter.  They  are  to  be  threaded  parallel 
at  combustion-chamber  end  and  tapering  at  front  end  to  fit 
threads  in  tube-sheets.  They  are  to  be  screwed  into  the  tube- 
sheets  to  a  tight  joint  at  front  end.  The  combustion-chamber 
ends  will  be  made  tight  by  expanding  and  beading.  All 
expanding  is  to  be  done  by  approved  tools.  The  tubes  will 
be  spaced  3J-  inches  from  center  to  center  vertically  and  3J 
inches  from  center  to  center  horizontally. 

COMBUSTION-CHAMBERS. 

There  will  be  a  separate  combustion-chamber  for  each  fur- 
nace. They  will  be  made  of  J-inch  plates  except  the  tube- 
sheets,  which  will  be  as  before  specified.  The  backs  of  the 
combustion-chambers  will  be  rounded  at  the  top  to  a  radius  of 
2  feet  3  inches,  as  shown  in  the  drawing.  The  plates  will  be 
flanged  where  necessary,  and  all  parts  joined  by  single-riveting. 
The  holes  for  screw  stay-bolts  in  plates  of  combustion-cham- 
bers and  shells  are  to  be  drilled  and  tapped  together  in  place. 

BOILER    BRACING. 

The  bracing  of  each  boiler  will  be  as  follows  : 
Four  2-inch  and  five  2J-inch  thro  ugh -braces  in  one  hori- 
zontal row,  spaced  14  inches  center  to  center,  connected  to  both 
heads  just  below  the  beginning  of  the  curve  at  the  upper  part. 


43 

Two  l^-inch  through-braces  connecting  the  heads  above 
the  lower  man-holes.  All  through-braces  will  have  raised 
threads  on  ends,  with  inside  and  outside  nuts  at  both  heads. 

There  will  be  at  each  end  of  each  boiler  four  lT9^-inch 
braces  with  raised  thread  and  inside  and  outside  nuts  at  head 
ends,  and  with  the  other  ends  flattened  and  riveted  to  boiler- 
shell  as  shown.  These  braces  to  be  at  bottom  of  lower  man- 
holes. 

All  diagonal  braces  will  have  their  nuts  set  up  on  beveled 
wrought-iron  washers  riveted  to  both  sides  of  heads  of  boilers. 

The  backs  of  combustion-chambers  will  be  stayed  by  1^-- 
inch  screw-stays,  spaced  8  inches  vertically  and  horizontally, 
screwed  into  the  sheets  of  the  opposite  chambers  and  nutted. 
The  sides  of  combustion-chambers  will  be  stayed  in  the  same 
manner  to  the  boiler-shell. 

The  top  of  each  combustion-chamber  will  be  stiffened  by 
3J  x  3J  x  f-inch  angles,  as  shown  in  the  drawing,  riveted  to 
the  curved  plate  as  shown.  Each  pair  of  opposite  angles  will 
be  connected  by  a  plate-stay. 

The  bottoms  of  combustion-chambers  will  be  stiffened  by 
angles  as  shown  in  drawings. 

RIVETED   JOINTS. 

The  longitudinal  joints  of  boiler-shells  will  be  butted,  with 
^-inch  straps  on  the  inside  and  f-inch  straps  on  the  outside, 
and  treble-riveted.  All  circumferential  joints  to  be  lapped 
and  double-riveted.  All  joints  in  furnaces  and  combustion- 
chambers  will  be  single-riveted  and  lapped  or  butted  as  shown 
in  the  drawing.  All  rivets  to  be  of  steel.  Edges  of  all 
plates  to  be  planed.  The  proportions  of  all  joints  to  be  as 
approved.  All  rivet-holes  to  be  drilled  in  place  after  bend- 
ing. Hydraulic  riveting  to  be  used  where  possible.  In  parts 
where  hydraulic  riveting  cannot  be  used  the  rivet-holes  are  to 
be  coned  and  conical  rivets  used.  All  seams  to  be  calked  on 
both  sides  in  an* approved  manner.  Longitudinal  seams  must 
break  joints  as  shown. 


44 

BOILER    MAN-HOLE   AND    HAND-HOLE   PLATES. 

There  will  be  three  man-holes  in  each  boiler-head.  Each 
man-hole  will  have  a  raised  steel  frame  riveted  on  the  head ; 
the  upper  man-hole  to  be  12  x  15  inches  and  the  lower  ones 
at  least  10£  x  15  inches.  The  man-hole  plates  will  be 
dished — made  of  cast-steel.  Each  plate  will  be  secured 
by  two  wrought-iron  dogs  and  two  IJ-inch  studs  with  square 
nuts.  Each  man-hole  plate  will  have  a  convenient  handle. 
All  plates,  dogs  and  nuts  to  be  indelibly  marked  to  show  to 
what  holes  they  belong.  There  will  be  in  each  head  of  each 
boiler  four  6x8  hand-holes,  with  plates  fitted  the  same  as 
for  man-holes,  except  that  each  will  have  but  one  bolt. 

STOP-VALVE    NOZZLE. 

There  will  be  a  cast-steel  or  bronze  nozzle  with  a  flange 
corresponding  to  the  stop-valve  flange,  and  another  flange  to 
fit  the  curvature  of  the  upper  part  of  boiler.  The  nozzle  to 
extend  into  the  boiler  and  have  the  dry-pipe  bolted  to  it. 

FURNACES. 

Each  furnace  is  to  be  in  one  piece,  J  inch  thick,  and  corru- 
gated; 3  feet  6  inches  least  internal  diameter,  and  3  feet  10 
inches  greatest  external  diameter.  They  must  be  perfectly 
circular  in  cross-section  at  all  points.  They  will  be  riveted  to 
flanges  of  front  heads  and  will  be  flanged  and  riveted  to  com- 
bustion-chamber plates.  The  corrugations  of  adjacent  fur- 
naces are  to  alternate. 

FURNACE-FRONTS. 

The  furnace-fronts  will  be  made  of  cast-iron  frames,  with 
wrought-iron  outer  plates  bolted  on.  The  dead-plates  of  each 
front  will  be  made  of  cast-iron,  neatly  fitted  to  the  frame,  and 
secured  by  two  J-inch  bolts  with  countersunk  heads.  The 
dead-plates  must  be  interchangeable,  and  when  in  place  must 
come  flush  with  the  furnace-fronts. 


45 

There  will  be  at  each  side  of  the  furnace-door  an  opening 
in  the  bottom  of  the  door-frame  about  3J  x  4|  inches,  to  admit 
air  from  the  ash-pit  into  the  hollow  of  the  frame. 

Ports  will  be  cored  in  the  inner  wall  of  the  door-frame  to 
admit  air  from  the  hollow  of  the  frame  into  the  space  between 
inner  and  outer  plates  of  the  furnace-door.  Each  furnace-front 
will  rest  on  two  lugs  secured  to  the  furnace-flue,  and  will  be 
further  secured  by  bolts  screwed  into  the  boiler-heads ;  it  will 
have  allowance  for  expansion  around  its  periphery,  and  will 
have  a  flange  standing  off  from  the  end  of  the  boiler-head 
about  one-quarter  inch,  the  intermediate  space  being  packed 
with  suitable  non-combustible  material.  A  projection  will  be 
cast  on  each  frame  to  hold  the  upper  hinge  of  furnace  door. 
The  door-opening  will  be  about  30  inches  wide  and  17  inches 
high  at  middle.  There  will  be  a  beading  on  the  inside  of  the 
door-frame  in  wake  of  the  furnace-door  lining  to  make  the 
clearance  around  the  door  lining. 

.       FURNACE-DOORS. 

The  furnace-doors  will  be  made  with  inner  and  outer  plates 
of  ^-inch  wrought-iron.  The  outer  plate  will  be  flanged  one 
inch  inwardly  around  its  periphery,  the  edge  of  the  flange  to 
be  made  a  neat  fit  to  door-frame.  The  inner  plate  will  stand 
off  from  the  outer  plate  about  4J  inches,  and  will  be  secured 
to  it  by  eight  f-inch  socket-bolts  with  nuts  outside.  It  will 
be  made  to  have  as  little  clearance  as  practicable  when  closed. 
It  will  be  perforated  as  may  be  directed.  There  will  be  three 
hinges  for  each  door ;  the  two  lower  hinges  will  have  the  work- 
ing parts  of  wrought-iron,  each  bolted  to  the  outer  edge  of 
door  by  two  bolts;  the  upper  hinge  will  have  a  j-inch  rod 
passing  through  an  eye  riveted  to  outer  shell  of  door  with  a 
nut  for  taking  up  the  sag  of  the  door.  The  standing  part  of 
the  hinges  will  be  of  wrought-iron,  each  with  a  double  eye; 
the  two  lower  ones  will  be  riveted  to  the  outer  plate  of  furnace- 
front,  and  the  upper  one  bolted  to  the  projection  made  for  the 
purpose  on  the  furnace-front  frame.  The  pintles  of  all  hinges 


46 

will  consist  of  |-inch  rivets  dropped  into  place.  The  latches, 
with  their  straps,  will  be  of  wrought-iron,  bolted  to  the  doors; 
the  catches  will  be  of  wrought-iron,  riveted  to  furnace-fronts. 

ASH-PIT   DOORS. 

The  ash-pit  doors  will  be  made  of  J-inch  wrought-irou  with 
a  continuous  If  x  f-inch  channel-iron  worked  around  the  inner 
edge.  This  channel  will  have  its  edges  lipped  over  and  will 
be  filled  with  asbestos  or  other  approved  non-combustible 
packing.  Each  door  will  be  fastened  in  place  by  four  wrought- 
iron  buttons  bolted  to  lugs  on  the  walls  of  the  air-duct,  each 
button  setting  up  on  a  wedge  riveted  to  the  door.  The  top 
of  each  door  will  be  stiffened  by  an  angle-iron  riveted  on  the 
inside.  Each  door  will  have  two  wrought-iron  handles,  two 
wrought-iron  beckets  to  fit  hooks  on  uptake-doors,  and  an  eye 
for  slinging  by.  The  upper  parts  of  the  handles  will  be  formed 
into  hooks  for  hanging  the  movable  portions  of  the  air-ducts. 

BRIDGE-WALLS. 

The  bridge-wall  frames  are  to  be  made  of  cast-iron,  well 
ribbed,  fastened  to  furnaces  so  as  to  be  readily  removed.  The 
bridge-walls  will  be  carried  back  to  meet  the  backs  of  com- 
bustion chambers,  so  that  there  shall  be  no  part  of  the  cast- 
iron  above  the  grate-bars  unprotected  by  fire-brick,  and  so 
that  no  ashes  can  get  into  the  spaces  back  of  bridge-walls. 
They  will  be  finished  with  fire-brick  or  such  other  refractory 
material  as  may  be  approved. 

GRATE-BARS    AND    BEARERS. 

The  grate-bars  in  wake  of  the  furnace-doors  will  be  1J 
inches  square,  of  wrought-iron,  of  revolving  pattern.  They 
will  be  swaged  down  to  circular  cross-section  where  they  pass 
through  the  furnace-fronts.  The  grate-bars  at  the  sides  of 
the  furnaces  will  be  of  cast-iron,  in  four  lengths;  those  nearest 
the  sides  of  the  furnace-flues  will  be  shaped  to  fit  the  corruga- 
tions and  bolted  to  straight  bars  with  thimbles  between  to  form 


47 

air-spaces.     Straight  bars  to  be  made  single.     Each  grate  will 
have  a  total  length  of  7  feet. 

The  bearers  will  be  of  wrought-iron.  The  bearer  nearest 
the  furnace-front  will  be  fitted  to  support  the  fixed  grate-bars 
only.  The  three  intermediate  bearers  in  each  furnace  will  be 
double — one-half  of  each  fitted  for  both  revolving  and  fixed 
bars,  the  other  half  for  fixed  bars  only ;  the  bearer  nearest  to 
or  forming  part  of  the  bridge-wall  will  be  fitted  to  support  all 
bars.  All  bearers  will  be  supported  by  wrought-iron  lugs 
bolted  to  furnace-flues. 

LAZY-BARS. 

A  lazy-bar  with  the  necessary  lugs  will  be  fitted  in  the 
front  of  each  ash-pit. 

ASH-PANS. 

Ash-pans  of  ^-inch  wrought-iron,  reaching  from  the  fron 
of  furnace-flue  to  bridge- wall,  are  to  be  fitted  to  all  furnaces 

CIRCULATING-PLATES. 

Each  boiler  will  have  circulating-plates  fitted  at  each  side 
of  each  nest  of  tubes.  They  will  be  of  Wrought-iron  T^  inch 
thick,  in  sections  as  shown  in  drawing.  Each  section  will 
have  two  clips  at  upper  and  two  at  lower  end  for  supporting 
it  from  the  stay-tubes,  as  shown.  The  plates  will  be  well 
painted  all  over  with  two  coats  of  brown  zinc  and  oil. 

AIR-DUCTS. 

From  each  of  the  two  blowers  in  each  fire-room  a  wrought- 
iron  trunk  will  lead  horizontally,  the  two  trunks  joining  in  a 
vertical  trunk  leading  to  the  space  underneath  the  fire-room 
floor-plates.  Each  trunk  to  be  fitted  with  a  damper  which 
can  be  quickly  closed  in  case  its  blower  is  stopped.  The  fire- 
room  floor-plates  will  be  bolted  to  the  ledges  of  the  duct 
under  fire-room  floor,  the  joints  to  be  air-tight.  The  sides  of 


48 

the  air-duct  under  fire-room  floor  will  be  formed  of  y3g--inch 
wrought-iron  plates,  worked  from  front  heads  of  boilers  to 
inner  skin  of  ship,  and  bolted  to  angles  on  each  in  such  a 
manner  as  to  be  easily  removed  for  repairs  to  boilers.  From 
this  main  air-duct  a  duct  of  T3^-inch  plates  will  lead  to  each 
ash-pit,  and  will  be  fitted  with  lugs  and  buttons  for  securing 
the  ash-pit  doors.  The  fronts  of  the  air-ducts  opposite  the 
lower  man-holes  to  be  easily  removed.  These  removable  sec- 
tions will  be  fitted  with  handles,  eyes,  and  beckets  similar  to 
those  on  ash-pit  doors. 

In  each  of  these  ducts  a  pivoted  damper  will  be  so  fitted  as 
to  be  easily  removable  for  repairs,  and  provided  with  a  lever 
outside  the  air-duct  for  opening  and  closing.  The  damper- 
gear  to  be  so  fitted  that  the  amount  of  opening  of  the  dampers 
can  be  easily  regulated. 

The  dampers  must  be  made  to  work  easily,  and  when  closed 
must  be  practically  air-tight. 

UPTAKES. 

The  uptakes  will  be  made  of  wrought-iron,  No.  8  B.  W. 
G.,  built  on  angles  and  bolted  to  boiler-heads  and  shells. 
They  will  be  bolted  to  the  lower  plates  of  smoke-pipe  with 
slotted  holes  to  allow  for  expansion. 

The  uptakes  are  to  be  carried  up  clear  of  the  ends  of  the 
boiler-stays.  There  will  be  a  fore-and-aft  division-plate  in 
each  uptake  to  keep  the  gases  from  the  boilers  separate. 

The  space  between  the  plates  of  the  uptake  will  be  filled 
with  an  approved  incombustible  non-conducting  material. 

UPTAKE-DOORS. 

The  uptake-doors  will  be  made  of  double  shells  of  iron  of 
the  same  thickness  as  uptakes.  The  space  between  the  shells 
will  be  filled  with  the  same  non-conducting  material  as  in 
uptakes. 

The  hinges  and  latches  will  be  made  of  cast-steel.     Each 


49 

door  will  have  two' hooks  for  hanging  the  ash-pit  doors  and 
a  hook  for  a  rope  for  hoisting  the  same. 

Each  door  will  also  have  an  eye  near  its  top  for  handling. 

SMOKE-PIPES. 

There  will  be  two  smoke-pipes :  one  for  each  pair  of  boilers 
7  feet  7  inches  by  5  feet  feet  7  inches  internal  diameter,  and 
55  feet  high  above  the  grate-bars  of  lower  furnaces. 

The  fore-and-aft  division-plate  of  each  uptake  will  be  con- 
tinued in  the  smoke-pipe  up  to  about  the  level  of  the  main 
deck.  There  will  also  be  an  athwartship  division-plate. 

The  pipes  will  be  made  of  wrought-irou,  No.  7  B.  W.  G. 
for  the  lower  half,  and  No.  9  for  the  upper  half.  The  lower 
part  of  each  pipe  will  be  stiffened  by  angle-irons.  Above 
the  beginning  of  the  oval  part  there  will  be  internal  cross- 
stays  of  IJ-inch  iron  with  T-heads  riveted  to  angles.  Each 
pipe  will  be  finished  at  the  top  by  an  angle-iron  to  which  the 
stay-shackles  will  be  secured,  and  by  a  hood  covering  the 
casing,  to  which  will  be  secured  shackles  for  slinging  painters. 
Each  pipe  will  be  strongly  stayed  by  guys  and  turn-buckles 
of  approved  dimensions  and  pattern.  All  joints  will  be 
butted  and  strapped.  The  pipes  will  be  supported  in  an  ap- 
proved manner, — all  the  work  being  done  by  the  contractor 
for  the  machinery. 

From  its  junction  with  the  uptakes  to  about  6  inches  below 
the  hood  at  top  each  smoke-pipe  will  be  surrounded  by  a 
casing,  leaving  an  annular  space  of  5  inches.  The  casing  will 
be  made  of  iron,  No.  12  B.  W.  G.,  and  strengthened  by 
angle-irons.  It  will  be  butted  and  strapped,  flush-riveted  on 
the  outside,  and  open  top  and  bottom.  It  will  be  stayed  to 
the  pipe,  and  will  be  finished  with  a  half-round  iron  at  top. 
There  will  be  doors  through  this  casing  and  through  smoke- 
pipe  about  on  a  level  with  the  main' deck. 

Above  the  smoke-pipe  hatch  an  oval  iron  casing,  No.  12 
B.  W.  G.,  about  11  feet  7  inches  by  9  feet  7  inches,  will  ex- 
19240-8 


50 

tend  and  will  be  finished  by  half-round  iron.     About  1  foot 
above  this  there  will  be  a  hood  carried  by  the  casing. 

There  will  be  a  ladder  on  the  outside  of  each  pipe,  reach- 
ing to  the  top  of  the  forward  part. 

SMOKE-PIPE   COVERS. 

Each  smoke-pipe  will  have  a  permanently-fixed  cover  made 
of  wrought-iron,  No.  1 1  B.  W.  G.,  built  on  angles  in  a 
slightly-dished  form  and  supported  by  angles  riveted  to  the 
smoke-pipe.  The  cover  will  be  placed  about  30  inches  above 
the  top  of  the  smoke-pipe  so  that  it  will  not  interfere  with 
the  exit  of  the  gases,  and  will  overlap  the  smoke-pipe  about 
18  inches  all  around. 

BOILER-SADDLES. 

Each  main  boiler  will  rest  in  three  saddles,  which  will  be 
built  in  and  form  part  of  the  hull.  It  will  be  secured  to  the 
saddle  by  bolts  of  approved  dimensions,  screwed  into  the 
boiler-shell  with  heads  inside.  The  bolts  are  to  pass  through 
oval  holes  in  the  saddles  to  allow  for  expansion,  and  will  have 
washers  and  nuts  on  the  under  side. 

MAIN    BOILER   ATTACHMENTS. 

Each  main  boiler  will  have  the  following  attachments,  viz: 

One  steam  stop- valve; 

One  dry-pipe; 

One  main  feed  check-valve  with  internal  pipe; 

One  auxiliary  feed  check-valve  with  internal  pipe; 

One  surface  blow- valve  with  internal  pipe; 

One  bottom  blow-valve  with  internal  pipe; 

Two  safety-valves; 

Two  steam-gauges; 

Three  glass  water-gauges ; 

Eight  gauge-cocks; 

Two  sentinel- valves; 


51 

One  salinometer-pot; 

Two  d rain- cock s ; 

One  air-cock ; 

Two  hydrokineters  or  equivalent; 

One  cock  with  thread  for  the  attachment  of  a  syringe. 

All  external  fittings  will  be  of  composition  unless  otherwise 
directed.  Xo  fittings  are  to  be  screwed  into  the  boiler-plates, 
but  will  be  flanged  and  through-bolted  or  attached  in  other 
approved  manner.  All  cocks,  valves  and  pipes  will  have 
spigots  or  nipples  passing  through  the  boiler-plates.  All 
internal  pipes  are  to  be  of  brass,  No.  14  B.  W.  G.,  and  must 
touch  the  plates  nowhere  except  where  they  connect  with 
their  external  fittings.  The  internal  feed  and  blow-pipes  will 
be  expanded  in  the  holes  in  boiler-shells  to  fit  the  nipples  on 
their  valves,  and  they  will  be  supported  where  necessary  in  an 
approved  manner.  The  stems  of  all  valves  on  boilers  are  to 
have  outside  screw-threads.  The  internal  feed  and  blow-pipes 
are  to  be  arranged  to  come  between  the  corrugations  of  furnaces. 

BOILER   STOP-VALVES. 

There  will  be  a  IGf-inch  self-closing  main  stop-valve,  with 
horizontal  spindle,  on  the  forward  end  of  each  boiler.  The 
valve  to  be  bolted  to  the  projection  of  the  steam-pipe  from  the 
boiler. 

There  will  be  a  nozzle,  with  suitable  flanges,  at  right  angles 
to  the  axis  of  the  valve,  to  which  the  steam-pipe  will  be  bolted. 

There  will  be  a  bracket  cast  on  each  valve-chest,  to  be  bolted 
to  boiler-head  for  additional  stiffness.  A  screw-sleeve,  with 
suitable  hand-wheel,  will  be  fitted  for  closing  the  valve. 

DRY-PIPES. 

Each  boiler  will  have  a  brass  dry-pipe,  No.  14  B.  W.  G., 
tapering  from  10}  inches  to  8  inches  internal  diameter,  with 
closed  end.  It  will  be  placed  as  high  as  practicable  and  suit- 
ably supported.  It  will  have  374  slits  at  the  top,  4  inches 
long,  J  inch  wide,  J  inch  apart,  in  groups,  as  shown.  The 


52 

dry-pipes  and  their  nozzles  to  be  so  made  that  there  can  be  no 
possibility  of  water  collecting  in  any  part,  but  that  any  water 
entering  the  dry-pipes  will  be  drained  into  the  steam-pipes  to 
be  carried  to  the  separators. 

FEED    CHECK-VALVES. 

The  main  and  auxiliary  check- valves  will  each  be  2f  inches 
in  diameter.  They  will  be  fixed  on  the  forward  ends  of  the 
forward  boilers  and  the  after  ends  of  the  after  boilers,  and 
fitted  with  internal  pipes  leading  above  the  tubes  and  pointing 
downward  in  the  water-spaces  between  the  nests  of  tubes. 

BOTTOM    BLOW-VALVES. 

The  bottom  blow- valves  will  be  2J  inches  diameter,  placed 
at  ends  of  boilers  opposite  the  check-valve  ends,  but  with 
approved  gear  for  working  from  the  fire-rooms,  where  the 
feed-pumps  are  situated.  The  internal  pipes  will  lead  to 
bottoms  of  boilers. 

SURFACE   BLOW- VALVES. 

The  surface  blow-valves  will  be  2J  inches  diameter  and 
placed  at  same  ends  of  boilers  as  the  bottom  blow-valves,  but 
worked  from  the  opposite  ends  in  an  improved  manner.  Each 
internal  pipe  will  lead  to  a  dish  about  one  inch  above  the 
highest  heating  surface. 

SAFETY-VALVES. 

Each  boiler  is  to  have  two  5J-inch  spring-pop  safety-valves 
in  one  case,  bolted  to  the  after  end  of  each  boiler,  and  to  be 
clear  of  uptake.  Each  set  of  valves  is  to  be  fitted  with  approved 
gear  for  lifting  from  the  main  deck  as  well  as  from  fire-rooms, 
the  gear  to  work  independently  of  each  other.  The  toes  for 
lifting  the  valves  will  be  stepped  so  that  the  valves  will  be 
lifted  in  succession.  All  joints  in  the  lifting-gear  to  be  com- 
position-bushed. Each  valve  is  to  be  set  at  138  pounds  per 
square  inch,  and  is  to  be  furnished  with  washers  for  the  reduc- 
tion of  pressure  to  93  pounds  by  decrements  of  5  pounds. 


53 

Each  washer  is  to  he  marked  to  show  its  place.  A  drain-pipe 
will  be  attached  to  each  safety-valve  case  at  the  lowest  part, 
and  will  lead  to  the  bilge. 


SENTINEL- VALVES. 

Each  boiler  will  have,  upon  each  end,  a  sentinel-valve  of 
J  square  inch  in  area.  It  will  have  a  sliding  weight  on  a 
notched  lever  graduated  to  1 50  pounds  pressure. 

MAIN    BOILER   STEAM-GAUGES. 

There  will  be  two  Lane's  improved  spring  steam-gauges 
on  each  main  boiler  with  8J-inch  dials.  The  gauge  on  the 
feeding  end  of  each  boiler  will  be  graduated  to  230  pounds 
and  that  on  the  other  end  to  1 60  pounds.  Each  gauge  is  to 
have  an  independent  connection  to  its  boiler,  and  will  be  fitted 
with  a  three-way  cock  and  a  coupling  for  attachment  of  a  test- 
gauge. 

MAIN    BOILER    WATER-GAUGES. 

Each  main  boiler  will  have  three  glass  water-gauges  of  ap- 
proved pattern,  two  on  the  feeding  end  and  one  at  the  other 
end.  Each  gauge  will  be  placed  at  the  side  of  the  boiler, 
and  will  have  IJ-inch  pipes  leading  to  top  and  to  near 
bottom  of  boiler,  with  a  valve  in  each  close  to  boiler.  The 
shut-off  and  blow-out  cocks  are  each  to  have  at  least  J 
inch  clear  opening,  and  are  to  be  packed  cocks,  with  levers 
and  rods  for  working  from  fire-room.  The  glasses  are  to  be 
about  16  inches  in  exposed  length,  with  the  lowest  exposed 
part  about  one  inch  below  the  highest  heating  surface.  The 
glasses  to  be  well  protected.  A  brass  index-plate,  with  letters 
and  arrows  cast  in  relief,  is  to  be  fixed  close  io  each  gauge- 
glass  to  show  the  height  of  the  top  of  combustion-chamber. 
The  blow-out  cocks  will  have  drain-pipes  leading  to  bilge, 
with  union  joints. 

GAUGE-COCKS. 

There  will  be  four  asbestos-packed  gauge-cocks  of  approved 


54 

pattern  on  each  end  of  each  boiler,  with  rods  and  levers  for 
working  from  fire-room.  Each  cock  is  to  have  an  independ- 
ent attachment  to  the  boiler.  They  will  be  spaced  about  6 
inches  vertically,  the  lowest  one  being  about  4  inches  below 
the  highest  heating  surface.  Each  set  of  cocks  to  have  a 
drip-pan  and  a  drain-pipe  leading  to  bilge. 

SALINOMETER-POTS. 

There  will  be  a  sali uometer-pot  of  approved  pattern  con- 
nected to  each  boiler,  and  placed  in  the  feeding  fire-room 
where  directed. 

BOILER   DRAIN-COCKS. 

Each  main  boiler  will  have  at  each  end  a  1-inch  drain- 
cock  of  approved  pattern,  or  a  screw-plug. 

BOILER   AIR-COCKS. 

Each  main  boiler  will  have  a  J-inch  air-cock  at  its  highest 
part,  with  a  |-inch  copper  pipe  leading  to  bilge. 

HYDROKINETERS. 

There  will  be  fitted  to  each  main  boiler  two  Weir's  hydro- 
kineters,  or  other  approved  devices,  for  circulating  the  water 
in  the  boiler  while  raising  steam.  Each  of  these  will  be 
fitted  where  directed,  and  will  have  a  stop-valve  close  to  boiler. 
They  will  take  steam  from  the  auxiliary  steam-pipe,  with  stop- 
valve  in  fire-room. 

ZINC   BOILER    PROTECTORS. 

Each  main  boiler  will  have  thirty-six  rolled  zinc  plates 
1 2  x  6  x  J  inch.  Each  plate  will  be  bolted  to  a  wrought-iron 
strap,  which  will  be  clamped  to  the  stays.  Each  strap  will  be 
filed  bright  where  in  contact  with  zinc  and  stay,  each  stay 
being  also  filed  bright  at  contact  point.  After  being  bolted 
in  place  the  outside  of  the  joints  will  be  made  water-tight 
by  paint  or  approved  cement. 


55 

BOILER    CLOTHING. 

After  the  boilers  are  tested  and  painted  they  will  be  covered 
on  tops  and  sides,  and  on  ends  where  required,  by  y^-inch 
galvanized  wrought-iron  plates,  lapped  and  bolted  to  angles, 
which  will  be  held  in  place  by  J-inch  bolts  tapped  part  way 
into  the  boiler-plates.  There  will  be  a  space  of  not  less  than 
1  inch  between  boilers  and  covers,  which  will  be  filled  with 
approved  incombustible  non-conducting  material  securely  held 
in  place. 

AUXILIARY    BOILER. 

There  will  be  one  cylindrical  horizontal  return  fire-tube 
boiler  for  auxiliary  purposes,  placed  where  shown  on  drawings. 
It  will  be  made  of  the  same  material  and  similar  parts  will  be 
finished  and  fitted  in  the  same  manner  as  in  the  main  boilers, 
except  as  specified  below. 

The  boiler  will  be  8  feet  external  diameter  and  8  feet  long. 
The  shell  will  be  in  one  length  of  J-i-incb  plates,  with  butted 
and  double-strapped  longitudinal  seams.  The  heads,  except 
the  lower  plate  of  the  front  head,  will  be  -j-J-  inch  thick.  The 
tube-sheets,  front  and  back,  will  be  ^-|  inch  thick.  The  back 
and  sides  of  combustion-chamber  will  be  J  inch  thick.  There 
will  be  one  corrugated  furnace,  3  feet  3  inches  least  internal 
diameter,  of  J-inch  plate.  There  will  be  thirty-two  stay- 
tubes  and  eighty-two  ordinary  tubes,  2J  inches  external  diam- 
eter, secured  in  the  same  manner  and  of  the  same  thickness  as 
in  main  boilers,  spaced  3J  inches  between  centers  horizontally 
and  3f  inches  vertically.  The  tubes  will  be  5  feet  8  inches 
long  between  tube-sheets.  The  back -sheet  of  the  combustion- 
chamber  will  be  rounded  off  to  form  the  top.  The  back- 
sheet  of  the  combustion-chamber  will  be  stayed  to  the  back- 
head  of  the  boiler  by  IJ-inch  stays  spaced  7  inches  vertically 
and  horizontally,  screwed  into  both  plates  and  nutted;  also  by 
one  horizontal  row  of  heel-braces,  spaced  as  above,  connecting 
the  curved  top  of  combustion  -  chamber  to  the  back  -  head. 
The  sides  and  bottom  of  combustion-chamber  will  be  stayed 
to  the  boiler-shell  by  two  rows  of  IJ-inch  screw-stays,  fitted 


56 

as  above.  The  water-spaces  at  back  and  sides  of  combustion- 
chamber  will  be  5  inches  wide.  There  will  be  two  15  x  12- 
inch  man-holes  in  the  lower  part  of  the  front-head  and  one 
in  the  upper  part,  fitted  with  steel  covers,  as  in  main  boilers. 
There  will  be  a  hand-hole  in  the  lower  part  of  each  head. 
There  will  be  two  2-inch  braces  connecting  the  front-head  to 
the  combustion-chamber,  one  at  each  lower  man-hole.  There 
will  be  six  2-inch  braces  from  head  to  head,  just  above  the 
tubes.  Above  these  braces  the  front  and  back-heads  will  be 
curved  inwardly  in  cylindrical  form  to  meet  the  boiler-shell. 

The  grate  will  be  5  feet  long,  making  a  grate  surface  of 
about  16  square  feet.  The  top  of  the  bridge- wall  will  be  car- 
ried back  to  meet  the  back  of  the  combustion-chamber. 

Five  12  x  6  x  J-inch  rolled  zinc  protecting-plates  will  be 
fitted.  The  boiler  will  be  firmly  secured  in  two  saddles,  and 
will  be  clothed  with  incombustible  non-conducting  material 
covered  with  galvanized  iron.  The  uptakes  will  be  built  simi- 
larly to  those  of  the  main  boilers,  and  will  lead  into  the  nearest 
smoke-pipe.  The  uptakes  will  be  fitted  with  a  pivoted  dam- 
per. 

AUXILIARY    BOILER    ATTACHMENTS. 

The  auxiliary  boiler  will  be  fitted  with  forced-draught  ap- 
pliances on  the  same  system  as  for  the  main  boilers. 

The  auxiliary  boiler  will  have  the  following  attachments  and 
fittings,  viz: 

One  4J-inch  self-acting  steam  stop-valve  with  a  2-inch 
stop- valve  attached  for  steam  to  distillers;  the  larger  stop- 
valve  to  connect  with  the  auxiliary  steam-pipe; 

One  brass  dry-pipe,  5  inches  in  diameter; 

One  If -inch  check- valve  with  internal  pipe; 

One  IJ-inch  bottom  blow-valve  with  internal  pipe; 

One  1-inch  surface  blow-valve  with  internal  pipe; 

Two  2J-inch  spring  safety-valves  with  lifting-gear,  con- 
nected with  escape-pipes ; 

Two  glass  water-gauges,  with  outside  pipes  leading  to  top 
and  near  the  bottom  of  boiler; 


57 

Four  gauge-cocks ; 
Two  steam-gauges : 
One  sentinel-valve; 
One  drain-cock ; 
One  salinometer-pot ; 
One  air-cock. 

All  of  the  above  to  be  of  the  same  pattern  as  for  main 
boilers. 

AUXILIARY    FEED-TANK. 

A  feed-water  tank  of  about  100  gallons  capacity  will  be 
fitted  in  the  auxiliary  boiler  fire-room.  It  will  be  supplied 
from  a  branch  discharge  from  the  auxiliary  feed-pumps  in 
main  fire-rooms.  It  will  be  fitted  with  a  glass  water-gauge, 
an  overflow-pipe,  and  a  float-valve  in  the  auxiliary  boiler 
feed-pump  suction-pipe. 

AUXILIARY    BOILER    FEED-PUMP. 

There  will  be  in  the  auxiliary  boiler  fire-room  a  steam-pump 
of  approved  pattern.  It  will  draw  water  from  the  sea  and 
from  the  auxiliary  feed-tank,  and  will  deliver  into  the  auxil- 
iary boiler  feed-pipe  only. 

BLOWERS. 

There  will  be  eight  blowers  of  approved  pattern,  two  in 
each  fire-room. 

These  blowers  must  be  capable  of  supplying  to  the  fires  con- 
tinuously, with  ease,  sufficient  air  to  maintain  the  maximum 
rate  of  combustion.  They  will  take  air  from  the  fire-room  in 
such  manner  as  to  thoroughly  ventilate  it,  and  deliver  into  the 
air-ducts. 

The  spindle-bearings  are  to  be  accessible  while  the  blowers 
are  in  motion,  and  will  be  of  anti-friction  metal  in  composi- 
tion boxes,  and,  together  with  their  lubricating  apparatus, 
must  be  thoroughly  protected  from  dust. 
19240—9 


58 

BLOWING-ENGINES. 

Each  blower  will  be  driven  direct  by  an  inclosed  three- 
cylinder  engine  of  an  approved  design,  and  of  sufficient  power 
to  run  the  blower  at  full  speed  with  steam  of  100  pounds 
boiler  pressure. 

All  working  parts  must  be  closed  in,  but  easily  accessible 
for  overhauling.  The  lubrication  must  be  automatic  and 
thorough.  The  throttle- valve  in  the  steam-pipe  of  each  blow- 
ing-engine will  be  arranged  to  be  worked  from  the  fire-room 
floor,  with  suitable  index  to  show  how  much  open.  The 
steam-pipe  for  each  blower  to  connect  with  auxiliary  steam- 
pipe. 

AIR-PRESSURE   GAUGES. 

An  approved  gauge  will  be  fitted  in  each  fire-room  to  show 
the  pressure  in  each  main  air-duct. 

A  portable  gauge  will  also  be  supplied  to  each  fire-room, 
with  conveniences  for  connecting  it  to  the  furnaces,  uptakes 
and  wherever  desired  to  measure  the  air  pressure. 

All  these  gauges  are  to  indicate  pressures  in  "inches  of 
water." 

FIRE-TOOL    RACKS. 

Racks  will  be  fitted  in  each  fire-room  in  convenient  places 
for  holding  all  necessary  fire-tools. 

MAIN   FEED-PUMPS. 

There  will  be  in  the  after  fire-room  of  the  after  boiler  com- 
partment, and  in  the  forward  fire-room  of  the  forward  boiler 
compartment,  a  vertical  double-acting  steam-pump  of  approved 
design  for  a  main  feed-pump.  These  pumps  will  each  have 
a  water-cylinder  of  8  inches  diameter  and  12  inches  stroke,  or 
of  equivalent  pumping  capacity.  The  valves  are  to  be  me- 
tallic, of  an  approved  kind.  The  steam-cylinders  must  be  of 
sufficient  size  to  work  the  pumps  at  the  required  speed  to  feed 
the  boiler  when  under  forced  draught.  Each  main  feed-pump 


59 

will  draw  water  from  the  sea  and  from  the  feed-tank,  and  will 
deliver  into  the  main  feed-pipe  only.  If  the  steam-valve  is 
moved  by  a  supplemental  piston  the  valve  must  have  a  posi- 
tive motion  near  the  end  of  the  main  piston-stroke  to  prevent 
piston  striking  cylinder-head.  If  a  supplemental  piston  is 
used,  its  motion  must  be  horizontal. 

AUXILIARY    FEED-PUMPS. 

There  will  be  in  each  of  the  two  feeding  fire-rooms  an 
auxiliary  feed-pump,  which  will  be  in  construction  a  duplicate 
of  the  main  feed-pump.  It  will  draw  water  from  the  sea, 
blow-pipes,  feed-tank  and  bottoms  of  condensers,  and  will 
deliver  into  the  auxiliary  feed-pipe,  fire-main  and  overboard. 

ASH-HOISTS. 

Each  fire-room  ventilator  will  have  vertical  guide-strips  of 
iron  on  the  inside,  and  be  fitted  with  all  the  necessary  gear 
for  hoisting  ashes. 

An  ash-hoisting  engine  of  approved  design  is  to  be  fitted 
in  each  fire-room  hatch  or  such  place  as  may  be  directed,  of 
sufficient  power  to  hoist  300  pounds  from  the  fire-room  floor 
to  the  deck  in  five  seconds  with  steam  of  50  pounds  pressure. 

It  will  have  a  reversing  gear,  to  be  worked  from  the  upper' 
deck,  with  approved  adjustable  safety-gear  to  prevent  over- 
winding and  to  stop  the  engine  when  the  ash-bucket  reaches 
the  fire-room  floor.     Also  to  be  fitted,  if  required,  with  an 
approved  brake  to  control  the  drum. 

The  ash-hoists  will  be  fitted  with  necessary  sheaves,  whips, 
and  all  appliances  for  handling  ash-buckets  complete. 

Gear  will  be  fitted  as  directed  for  hoisting  ashes  from  the 
auxiliary  boiler  fire-room. 

ASH-DUMPS. 

From  each  ash-hoist,  on  the  upper  deck,  permanent  over- 
head rails,  suitably  supported,  will  lead  to  the  nearest  ash- 
chutes  on  each  side  of  the  ship.  Each  of  these  will  be  fitted 


GO 

with  a  traveler  of  approved  design,  with  all  necessary  appli- 
ances for  carrying  the  ash-buckets.  At  the  top  of  each  ash- 
chute  a  dumping-hopper  of  approved  design  will  be  fitted, 
so  arranged  as  to  fold  up  out  of  the  way  when  not  in  use. 
The  ash-buckets  are  to  be  balanced  dump-buckets,  with  all 
necessary  gear  complete.  All  the  ash-hoisting  and  dumping- 
gear  is  to  be  such  that  the  buckets  will  not  have  to  be  lifted 
by  hand. 

STEAM    TUBE-CLEANERS. 

A  steam  tube-cleaner,  of  approved  design,  will  be  fitted  in 
each  fire-room.  Steam  will  be  taken  from  the  auxiliary  steam  - 
pipe.  Sufficient  length  of  steam-hose  will  be  provided  to 
easily  reach  all  the  tubes. 

BILGE   AND    FIRE-PUMPS. 

There  will  be  in  each  engine-room  a  double-acting  pump 
of  same  capacity  as  the  main  feed-pumps.  The  valves  will  be 
corrugated  discs  of  phosphor  or  alluminum-bronze  y1^-  inch 
thick,  with  composition  guards  and  with  spiral  springs.  Each 
pump  will  have  suctions  to  the  sea  and  engine-room  bilge, 
and  will  deliver  overboard  and  into  the  fire-main  and  the 
engine-room  water-service  pipes.  These  pumps  will  be  secured 
in  forward  and  after  engine-rooms  where  directed. 

DISTILLING   APPARATUS. 

Two  distillers  of  approved  design  will  be  fitted  where 
directed.  They  will  have  a  combined  capacity  of  5,000  gal-' 
Ions  of  potable  water  per  24  hours,  and  will  be  fitted  with 
efficient  filters  and  with  the  necessary  means  for  conveying 
the  fresh  water  to  the  various  tanks.  The  distillers  will  be 
made  with  shells  of  sheet-brass,  flanges  and  heads  of  composi- 
tion, and  coils  of  copper  or  brass,  thoroughly  tinned  on  each 
side. 

The  distillers  will  take  steam  from  the  auxiliary  boiler  by 
independent  stop- valves  and  pipes,  with  a  branch  connection 
to  the  auxiliary  steam-pipe. 


61 

There  will  be  a  pump  of  approved  design  and  sufficient 
capacity  to  circulate  water  through  the  distillers.  It  will 
draw  water  from  a  special  sea-valve  placed  where  directed. 
The  water  after  leaving  the  distillers  will  lead  forward  by  a 
proper  pipe  with  connections  for  flushing  the  crew's  water- 
closets,  and  with  branches  leading  to  the  officers'  water-closets. 
A  bye-pass  pipe  will  be  provided,  so  that  water  may  pass  to 
the  water-closets  when  the  distillers  are  shut  off. 

MAIN    STEAM-PIPES. 

A  1  Of -inch  steam-pipe  will  lead  from  the  flange  of  each 
boiler  stop-valve  of  boilers  in  forward  compartment,  passing 
through  the  uptake  to  the  after  fire-room  of  forward  boiler 
compartment,  where  the  two  pipes  will  unite  by  a  breeches- 
pipe;  thence  the  pipe  will  be  15  inches  internal  diameter, 
leading  through  the  after  boiler  compartment  and  the  uptake 
of  after  boilers;  thence  to  a  cross- pipe  in  forward  engine  com- 
partment. Where  the  1 5-inch  pipe  passes  through  the  bulk- 
head between  the  boiler  compartments  it  will  be  fitted  with  a 
slip-joint. 

In  the  after  boiler  compartment  a  lOf-inch  pipe  will  lead 
from  the  stop-valve  of  each  boiler  through  the  uptakes, — one 
on  each  side  of  the  15-inch  steam-pipe  from  forward  boilers, 
and  connected  with  the  cross-pipe  in  forward  engine  com- 
partment. 

Where  the  pipes  pass  through  the  uptakes  they  will  be 
made  of  steel  or  iron,  lap-welded,  No.  3  B.  W.  G.  for  the 
15-inch  and  No.  5  B.  W.  G.  for  the  lOf-inch  pipe. 

There  will  be  a  steel  die-forged  flange  riveted  on  each  end 
of  each  section  of  steel  pipe.  The  flanges  will,  inside  the 
uptake,  be  riveted  together;  outside  the  uptake  to  be  secured 
by  through-bolts  and  nuts.  The  pipes  will  incline  aft  to 
drain  all  water  from  them  where  they  pass  through  uptakes. 
A  valve  of  same  size  as  pipe  will  be  fitted  to  each  steam-pipe 
in  the  after  part  of  after  boiler  compartment.  The  valves  to 
be  operated  from  the  level  of  the  main-deck. 


62 

A  1-inch  spring  safety-valve  will  be  fitted  to  each  main 
steam-pipe  between  the  boiler  stop- valve  and  the  main  stop- 
valve. 

The  cross-pipe  in  forward  engine  compartment  to  be  15 
inches  internal  diameter — made  of  composition.  To  the  star- 
board end  of  this  cross-pipe  will  be  bolted  a  15-inch  straight- 
way valve  to  be  operated  from  the  main-deck.  From  this 
valve  a  15-inch  pipe  will  lead  to  a  separator,  thence  to  for- 
ward engine  throttle- valve. 

A  15-inch  straight- way  valve  will  be  bolted  to  a  15-inch 
branch  of  cross-pipe,  pointing  aft — this  valve  to  be  operated 
in  forward  engine  compartment. 

From  this  valve  a  15-inch  pipe  will  lead  to  separator  of 
after  engine  in  forward  engine  compartment,  thence  to  engine 
throttle-valve  of  after  engine. 

A  branch  from  each  main  steam-pipe,  3  inches  in  diameter, 
with  proper  stop-valve,  will  lead  to  the  corresponding  inter- 
mediate valve-chest. 

AUXILIARY    STEAM-PIPES. 

An  auxiliary  steam-pipe  4J  inches  internal  diameter  will 
extend  through  engine  and  boiler  compartments. 

Branches  will  connect  in  each  engine  compartment  with 
reversing-engine,  air-pumps,  circulating-pump  and  fire-pump 
in  that  compartment,  and  with  feed-pumps  blowers,  and 
each  ash-hoisting  engine  in  each  boiler  compartment.  There 
will  be  a  connection  with  the  main  steam-pipe  in  each  com- 
partment of  sufficient  size  to  supply  the  reversing-engine  and 
the  engines  of  all  pumps,  blowers  and  hoists  in  that  compart- 
ment. 

The  auxiliary  steam-pipe  will  also  connect  with  auxiliary 
boiler.  There  will  be  a  stop- valve  on  each  side  of  each  water- 
tight bulkhead.  Branches  will  connect  with  the  whistle,  the 
siren  and  the  radiators.  Branches  will  also  be  led  to  the 
engineer's  workshop,  the  dynamo-engines,  the  ventilating- fan 
engines,  the  windlass,  the  steering-engine  and  the  machinery 


63 

in  torpedo-rooms;  but  the  connections  will  be  made  by  those 
who  furnish  the  machinery  in  those  places.  Stop-valves  will 
be  fitted  wherever  necessary.  There  will  be  a  steam-gauge 
in  brass  case,  with  about  6-inch  dial,  attached  to  the  auxil- 
iary steam-pipe  in  each  engine-room  and  each  boiler-compart- 
ment; also  one  at  windlass  and  one  at  steering-engine. 

BLEEDER-PIPES. 

A  5-inch  branch  from  the  main  steam-^pipe  in  each  engine- 
room  will  lead  to  the  condenser,  with  a  stop-valve  operated 
from  the  working-platform. 

AUXILIARY    EXHAUST-PIPES. 

An  auxiliary  exhaust-pipe  will  be  fitted,  with  branches 
leading  to  all  pumps,  blowers  and  ash-hoists.  It  will  have 
valves  to  direct  the  exhaust-steam  into  either  condenser  or 
into  the  auxiliary  escape-pipe  at  will.  Branches  will  be  led 
to  the  dynamo-engines,  ventilating-fan  engines,  windlass, 
steering-engine,  torpedo  machinery  and  workshop  engines, 
but  not  connected. 

Where  the  auxiliary  exhaust-pipe  connects  with  the  con- 
denser and  with  the  escape-pipe  it  will  be  fitted  with  two 
stop- valves  at  each  connection. 

MAIN    FEED-PUMP    EXHAUST. 

The  exhaust-pipes  from  the  main  feed-pumps,  in  addition 
to  the  connection  with  the  exhaust-main,  will  be  so  arranged 
that  the  exhaust  steam  can  be  turned  into  the  feed-pump  suc- 
tion instead  of  into  the  auxiliary  exhaust-pipe, — chambers 
with  suitable  nozzles  for  this  purpose  being  fitted  in  the  suc- 
tion-pipes. 

If  so  directed,  the  exhaust  of  all  pumping-engines  will 
discharge  into  the  feed-pump  suctions  as  provided  above  tor 
the  main  feed-pump  exhaust. 


64 

ESCAPE-PIPES. 

There  will  be  an  1 1-iuch  escape-pipe  abaft  each  smoke-pipe, 
extending  to  top,  finished  and  secured  in  an  improved  man- 
ner. Each  pipe  will  have  branches  leading  to  all  the  safety- 
valves  in  its  boiler  compartment.  There  will  also  be  abaft 
the  after  smoke-pipe,  fitted  the  same  as  the  others,  a  10-inch 
escape-pipe,  connected  to  the  auxiliary  exhaust-pipe  as  above 
specified.  Each  of  the  safety-valve  escape-pipes  will  be  fitted 
with  an  improved  muffler. 

MAIN    FEED-PIPES. 

A  pipe  will  lead  from  each  main  feed-pump  and  discharge 
only  into  the  main  check-valves  on  the  main  boilers  in  the 
same  compartment. 

AUXILIARY    FEED-PIPES. 

A  pipe  will  lead  from  each  auxiliary  feed-pump  to  each 
auxiliary  check- valve  on  main  boilers  in  its  compartment. 

BLOW-PIPES. 

Pipes  will  lead  from  the  surface  and  bottom  blow-valves 
of  main  boilers  in  each  compartment  to  a  sea-valve  in  the 
same  compartment.  The  bJow-pipes  will  have  valve  and  pipe 
connections  to  the  suctions  of  the  auxiliary  feed-pumps  in  fire- 
rooms. 

A  blow-pipe  will  lead  from  the  auxiliary  boiler  to  the  for- 
ward fire-room  of  forward  boiler  compartment,  and  be  con- 
nected with  a  sea- valve  in  that  compartment. 

HOSE   CONNECTIONS. 

Each  bilge  and  fire-pump  and  each  auxiliary  feed-pump 
will  deliver  into  the  fire-main  fitted  by  the  contractors  for 
the  hull.  Standard  hose  connections,  each  with  screw-cap  and 
a  straight-way  valve,  are  to  be  fitted  to  the  fire  delivery-pipes 
of  these  pumps ;  also  in  each  fire-room  to  a  fire-main  which 


65 

will  run  from  each  auxiliary  feed-pump  to  both  fire-rooms 
in  the  same  compartment. 

There  is  to  be  attached  to  each  of  these  connections  an 
approved  hose  of  sufficient  length  to  reach  to  all  parts  of 
the  compartment  in  which  it  is  situated,  including  the  con- 
necting coal-bunkers.  Each  hose  is  to  be  fitted  complete  with 
standard  brass  couplings,  nozzles  and  spanners,  and  to  have 
approved  means  of  stowing  while  attached  to  its  fire-plug. 

ENGINE-ROOM    WATER-SERVICE. 

There  will  be  in  each  engine-room  a  3-inch  pipe  connected 
with  the  sea-suction  valve  and  with  the  bilge  and  fire-pump 
delivery,  with  branches  leading  to  the  different  parts  of  the 
engine,  as  follows  : 

One  1  J-inch  pipe  to  the  back  of  each  crank-shaft  bearing  ; 

Two  IJ-iuch  pipes,  fitted  with  detachable  spray -pipes,  as 
directed,  to  each  crank-pin  ; 

Two  1-inch  pipes,  fitted  with  detachable  spray-pipes,  as 
directed,  to  each  cross-head  ; 

One  IJ-inch  pipe  to  the  water-jacket  of  each  cross-head 
guide ; 

Two  1-inch  pipes  to  each  air-pump  engine; 

Two  1-inch  pipes  to  each  circulating-pump  engine ; 

From  the  after  engine-room,  in  addition  to  the  pipes  above 
specified,  there  will  be  a  2-inch  pipe,  with  branches,  as  may 
be  directed,  to  each  thrust-bearing ;  also  a  1-inch  pipe  to 
each  line-shaft  bearing. 

Each  branch  will  have  a  separate  valve. 

All  the  water-service  pipes  and  fittings  above  the  floors 
are  to  be  of  polished  brass. 

Where  directed  the  pipes  are  to  have  pivoted  nozzles. 

The  water-service  pipes  of  the  two  engine-rooms  are  to 
be  connected  with  each  other  by  a  3-inch  pipe  and  valve. 

SEA-SUCTION    PIPES. 

A  pipe  will  lead  from  the  sea-suction  valve  in  each  engine- 
19240—10 


66 

room  to  the  bilge  and  fire-pump  in  its  compartment.  In 
each  boiler  compartment  pipes  will  lead  from  the  sea-suction 
valves  to  the  main  and  auxiliary  feed-pumps,  and  in  the  for- 
ward boiler  compartment  to  the  auxiliary  boiler  feed-pump. 
A  pipe  will  also  lead  from  a  sea- valve,  fitted  where  directed, 
to  the  distiller  circulating  pump.  Each  of  these  pipes  will 
be  of  at  least  the  same  bore  as  the  nozzle  on  the  pump  with 
which  it  connects.  Each  sea-suction  will  be  controlled  by  a 
valve  which  will  not  permit  sea- water  to  enter  any  of  the  bilge 
suction-pipes  or  feed-tank  suction-pipes. 

FEED-TANK   SUCTION-PIPES. 

From  the  feed-tank  a  suction-pipe  will  lead  to  the  main 
and  auxiliary  feed-pumps  in  the  after  boiler  compartment. 
A  similar  pipe  will  lead  from  feed-tank  to  the  pumps  in  the 
forward  boiler  compartment.  Each  pipe  to  have  valves  at 
tank  and  pumps. 

'   FEED-SUCTIONS   FROM    CONDENSERS. 

From  the  bottom  of  each  condenser  a  pipe  will  lead  for- 
ward, the  two  pipes  joining  in  the  forward  engine-room  ; 
thence  branches  will  lead  to  both  suction-pipes  from  feed- 
tank. There  will  be  a  screw  non-return  valve  in  each  pipe 
close  to  condenser. 

SUCTIONS   FROM   DOUBLE-BOTTOM    VALVE-BOXES. 

Suction-pipes  will  lead  from  the  double-bottom  valve-boxes 
to  the  auxiliary  pumps  as  directed. 

These  pipes  will  be  connected  also  to  the  forward  engine- 
room  sea-suction  pipes  for  the  purpose  of  filling  the  double- 
bottom. 

BILGE-SUCTION   PIPES. 

Each  bilge  and  fire-pump  will  be  connected  with  the  engine- 
room  bilges  and  the  drainage  system  of  the  ship, — each  pipe 
having  a  non-return  valve  and  a  Macomb,  or  equivalent, 
bilge-strainer  above  the  floors. 


67 

BOILER   PUMPING-OUT   PIPE. 

A  suction-pipe,  leading  to  the  auxiliary  feed-pumps,  will 
connect  with  the  main  blow-pipe  in  each  boiler  compartment. 

PIPE   CLOTHING. 

All  steam  and  exhaust-pipes,  including  their  flanges,  the 
separators  and  all  steam-valves  are  to  be  clothed  in  an 
approved  manner  with  a  satisfactory  incombustible  non-con- 
ducting material,  covered  with  canvas  in  double  thickness,' 
well  painted.  The  canvas  covering  of  steam-pipes  to  be 
secured  to  bulkheads  where  the  pipes  pass  through  them.  The 
main  steam-pipes  in  engine-rooms  and  the  main  exhaust-pipes 
and  the  separators  are  also  to  be  covered  with  black-walnut 
lagging,  in  sections,  with  brass  bands. 

SEPARATORS. 

There  will  be  in  each  main  steam-pipe,  in  the  forward 
engine  compartment,  a  separator  of  approved  design.  Each 
will  be  fitted  with  a  well-protected  glass  gauge,  also  with  an 
approved  automatic  steam-trap  with  a  2-inch  drain  delivering 
into  feed-tank;  also  with  a  5-inch  drain-pipe  leading  over- 
board. Valves  to  be  placed  in  drain-pipe  as  directed. 

PIPES   THROUGH   COAL-BUNKERS. 

All  pipes  passing  through  coal-bunkers  will  be  protected 
by  sheet-iron  casings,  made  in  sections  and  easily  removable 
for  repairs.  Pipes  must  not  be  led  under  openings  of  coal- 
chutes. 

PIPES   THROUGH    BULKHEADS   AND    DECKS. 

All  pipes  passing  through  water-tight  bulkheads  or  decks 
will  be  made  water-tight  by  stuffing-boxes,  flanges  or  other 
approved  means.  Pipes  must  not  be  led  in  such  a  way  that 
the  angles  or  tees  of  bulkheads  have  to  be  cut.  Holes  through 
wooden  decks,  where  pipes  pass  through,  are  to  have  brass  or 
copper  thimbles,  made  water-tight,  and  extending  at  least  3 
inches  above  the  deck. 


68 

MATERIAL    AND    FITTING   OF    PIPES. 

All  pipes,  except  the  lower  ends  of  bilge-suction  pipes,  or 
where  otherwise  specified,  will  be  of  copper.  The  lower  parts 
of  bilge-suction  pipes  are  to  be  made  of  galvanized  iron. 

All  feed  and  blow-pipes,  all  bilge-suction  pipes,  except  the 
lower  parts,  and  all  steam  pipes  less  than  three  inches  diameter, 
are  to  be  seamless-drawn.  All  copper  pipes  not  seamless- 
drawn  are  to  be  brazed. 

All  copper  pipes  over  three  inches  diameter  will  have  com- 
position flanges  riveted  on  and  brazed ;  under  three  inches  to 
have  flanges  or  approved  composition  couplings  brazed  on. 
All  feed  and  blow-pipes  to  have  composition  flanges. 

All  flanges  are  to  be  faced  and  grooved,  and  joints  made 
with  approved  material. 

All  composition  flanges  below  the  floor-plates  are  to  be 
connected  by  naval-brass  bolts  and  nuts. 

All  copper  pipes  in  bilges  are  to  be  well  painted  and  cov- 
ered with  waterproof  canvas,  and  must  not  rest  in  contact 
with  any  of  the  iron  or  steel  work  of  the  vessel.  All  bends 
in  copper  pipes  are  to  be  made  one  gauge  thicker  than  straight 
parts.  All  copper  pipe  fittings  are  to  be  made  of  composi- 
tion. Expansion  joints  of  approved  pattern  are  to  be  fitted 
where  required. 

Slip-joints  are  to  have  stop-bolts  and  flanges  where 
directed. 

THICKNESS   OF   PIPES. 

The  thickness  of  metal  in  the  principal  pipes  will  be  as 
follows  by  B.  W.  G.: 

Steam-pipes  of  15  inches  bore No.  3. 

Steam-pipes  of  10}  inches  bore -No.  5. 

Steam-pipes  of  5  inches  bore No.  9. 

Steam-pipes  of  4  inches  bore No.  10. 

Steam-pipes  of  3  inches  bore No.  11. 

H.  P.  exhaust  to  I.  P.cylinder No.  7. 


69 

I.  P.  exhaust  to  L.  P.  cylinder No.  7. 

L.  P.  exhaust  to  condenser No.  7. 

Circulating-pump  suction  and  discharge-pipe No.  5. 

Bilge-injection  pipes No.  11. 

Air-pump  discharge  to  feed-tank No.  11. 

Feed-pump  suction-pipes No.  1 3. 

Feed-pump  discharge-pipes No.  10. 

Blow-pipes No.  9. 

Auxiliary  exhaust-pipes No.  14. 

Escape-pipes i No.  13. 

Dry-pipes No.  14. 

Connections  to  fire-main No.  10. 

Galvanized  wrought-iron  bilge-suction  pipes No.  7. 

All  other  pipes  to  be  of  such  thickness  as  may  be  ap- 
proved. 

TURNING-ENGINES    AND    GEAR. 

There  will  be  in  each  engine-room  a  double  6  x  6-inch  en- 
gine, driving,  by  worm-gearing,  a  second  worm,  which  may 
be  made  at  will  to  mesh  with  a  worm-wheel  on  the  propelling- 
shaft.  The  worm-wheel  of  the  forward  engine  is  to  be  fitted 
on  the  flange-coupliugs  at  after  end  of  crank-shaft;  that  of 
the  after  engine  is  to  be  bolted  to  the  forward  coupling-flange 
of  crank-shaft. 

The  turning-engine  shaft  will  be  squared  at  the  end  and 
fitted  with  a  ratchet-wrench,  of  approved  design,  for  turning 
by  hand. 

Each  turning-engine  will  have  piston-valves,  and  will  be 
made  reversible  by  means  of  a  change-valve  moved  by  a  screw 
and  hand -wheel. 

The  turning-wheels  will  be  of  cast-steel  with  cut  teeth. 

DRAIN-PIPES    AND    TRAPS. 

All  places  where  condensed  steam  can  accumulate  will  be 
provided  with  drain-pipes  and  cocks  or  valves  of  ample  size, 
and  with  approved  automatic  traps,  which  will  discharge  into 


70 

feed-tanks  or  condensers  or  as  directed.  All  traps  are  to  have 
bye-pass  pipes  and  valves  for  convenience  of  overhauling. 
The  lowest  parts  of  all  water-pipes  and  all  pump-cylinders  and 
channel-ways  are  to  have  drain-cocks,  with  pipes  where  re- 
quired. 

The  handles  of  all  drain-cocks  will  point  downward  when 
closed. 

AUXILIARY   ENGINE   STOP- VALVES. 

Each  auxiliary  engine  will  have  stop- valves  in  both  steam 
and  exhaust-pipes  as  close  as  possible  to  the  cylinders.  Ex- 
haust stop-valves  are  to  be  straight-way  where  practicable. 

All  pumps,  except  circulating-pumps,  will  have  screw  check- 
valves  in  both  suction  and  delivery-pipes  close  to  pump-cylin- 
ders, so  arranged  that  they  may  be  kept  off  their  seats  when 
desired. 

PUMP   RELIEF- VALVES. 

All  feed  and  fire-pumps  will  have  adjustable  spring  relief- 
valves  of  approved  design,  connecting  the  delivery  and  suc- 
tion passages. 

SEA-VALVES. 

There  will  be  in  the  various  compartments  sea-valves  as 
follows : 

In  each  engine-room  a  5-inch  sea-suction  valve  with  a  5-inch 
nozzle  for  pump-suction,  and  a  3-inch  nozzle  for  engine- 
room  water-service;  to  be  a  screw  stop- valve  and  attached  to 
ship  where  directed; 

A  double  valve-box  with  two  screw  non-return  valves,  one 
5  inches  for  main  bilge-pump  discharge  and  one  4  inches  for 
bilge  and  fire-pump  discharge,  from  which  a  composition  pipe 
will  lead  to  side  of  ship;  also  to  have  a  2-inch  non-return 
valve  attached  for  trap  discharge; 

A  main  injection- valve  and  a  main  outboard -deli  very  valve 
as  before  specified. 


71 

In  each  boiler  compartment  a  5-inch  sea-suction  valve  with 
two  5-inch  nozzles  for  feed-pump  connections; 

A  3-inch  valve,  connected  to  the  blow-pipes  by  a  3-inch 
nozzle. 

There  will  be  also  a  sea-suction  valve  for  the  distiller  cir- 
culating-pump, placed  where  directed.  These  valves  to  be 
screw  stop-valves,  connected  to  bottom  of  ship  through  the 
double  bottom. 

All  sea-suction  valves  are  to  have  gratings  on  the  outside  of 
the  ship.  No  waste  water  is  to  be  delivered  above  the  water- 
line. 

ATTACHMENT  OF  VALVES  TO  HULL. 

Steel  strengthening-rings  will  be  riveted  to  plating  of  hull 
around  the  openings  for  all  sea-valves.  The  valve-flanges 
will  be  bolted  to  these  rings  by  naval-brass  studs,  care  being 
taken  not  to  drill  the  holes  entirely  through  the  rings.  At- 
tachments will  be  made  to  the  inner  skin  as  shown  in  draw- 
ings. A  zinc  protecting-ring  will  be  fitted  in  each  opening 
in  outer  skin  and  at  the  openings  in  inner  skin  for  the  main 
injection  and  outboard-delivery  valves. 

BILGE    AND    1>OUBLE-BOTTOM    VALVE-BOXES. 

The  bilge  and  double-bottom  suction  valve-boxes  and 
valves  are  to  be  supplied  by  the  engine  contractors,  who  will 
also  connect  them  with  the  pumps,  but  the  connections  to 
them  from  the  bilge-drains  and  from  the  forward  and  after 
compartments  will  be  made  by  the  hull  contractors.  There 
is  to  be  a  separate  valve  for  each  suction,  and  they  are  all  to 
be  plainly  marked  to  show  their  uses. 

COCKS   AND    VALVES. 

All  cocks  and  valves  and  their  fittings,  unless  otherwise 
specified,  are  to  be  made  of  composition.  All  hand-wheels 
are  to  be  of  finished  brass  except  as  otherwise  specified,  and 
will  be  at  least  one  and  a  half  times  as  great  in  diameter  as 
their  valves. 


72 

All  cocks  communicating  with  vacuum  spaces  are  to  have 
bottoms  of  shells  cast  in  and  to  have  packed  plugs.  All 
cocks  over  one  inch  in  diameter  are  to  have  packed  plugs. 
Valves  of  approved  pattern  are  to  be  supplied  wherever 
necessary  to  complete  the  various  pipe  systems,  whether  herein 
specified  or  not.  Cocks  and  valves,  where  directed,  have,  in 
lieu  of  wheels  or  permanent  handles,  removable  box  or  socket- 
wrenches,  marked  and  stowed  in  convenient  racks.  All  valve- 
spindles  are  to  turn  right-handed  to  close. 

All  cocks  and  valves  beneath  the  floor-plates  are  to  have 
their  wheels  or  handles  above  the  floor-plates,  except  where 
otherwise  specified,  in  easily  accessible  positions.  All  valves 
must  be  so  fitted  as  to  be  easily  ground  in,  and  be  fitted  where 
necessary  with  grinding-in  guides  and  handles. 

No  conical -faced  valve  must  have  a  bearing  on  its  seat  of 
more  than  ^  inch  in  width. 

The  size  of  valves  as  given  in  these  specifications  refers  to 
the  diameters  of  the  equivalent  clear  openings. 

LABELS   ON   GEAR   AND    INSTRUMENTS. 

All  cocks  are  to  have  engraved  brass  plates  to  show  their 
uses  and  to  indicate  whether  open  or  shut.  All  valves,  ex- 
cept such  as  may  be  otherwise  directed,  are  to  have  similarly 
engraved  plates  to  show  their  uses,  or  have  the  same  plainly 
engraved  on  hand-wTheels. 

All  hand-levers  will  be  similarly  marked.  Gear  for  work- 
ing valves  from  deck  will  be  marked  as  elsewhere  specified. 

All  main  steam  stop- valves  are  to  have  indices  to  show  to 
what  extent  they  are  opened. 

All  gauges,  thermometers,  counters,  telegraph-dials,  speak- 
ing-tube annunciators  and  revolution-indicators  will  be  suit- 
ably engraved  to  show  to  what  they  are  connected. 

All  engraving  is  to  be  deep  and  to  be  filled  in  with  black 
cement. 

WHISTLE. 

An   approved   polished  brass  steam-whistle,  with   bell   of 


73 

about  8  inches  diameter,  is  to  be  placed  forward  of  the  for- 
ward smoke-pipe,  well  above  the  level  of  the  awnings,  and 
connected  to  the  auxiliary  steam-pipe  by  a  pipe  having  a  stop- 
valve  at  its  lower  end  and  a  working- valve  at  the  upper  end; 
the  pipe  to  have  an  expansion-joint  at  lower  end. 

SIREN. 

There  is  to  be  a  steam-siren  of  approved  pattern  and  size, 
placed  where  directed,  and  connected  similarly  to  the  whistle. 

RADIATORS. 

Radiators  or  heating-coils,  as  may  be  directed,  of  approved 
patterns,  will  be  furnished,  fitted  and  connected,  with  super- 
ficial areas  as  follows: 

In  the  commanding  officer's  cabin,  four  of  20  square  feet 
each ; 

In  the  commanding  officer's  bath-room,  one  of  2  square 
feet; 

In  the  commanding  officer's  office,  one  of  2  square  feet; 

In  the  ward-room,  four  of  20  square  feet  each ; 

In  the  steerage,  two  of  1 5  square  feet  each ; 

In  the  steerage  country,  two  of  1 5  square  feet  each ; 

In  the  crew's  quarters  on  the  berth-deck,  an  aggregate  of  • 
350  square  feet,  divided  as  may  be  directed; 

In  the  sick  bay,  two  of  15  square  feet  each; 

Under  the  forecastle,  two  of  20  square  feet  each ; 

In  the  pilot-house,  one  of  6  square  feet; 

In  the  chart-house,  one  of  4  square  feet. 

Each  radiator  or  coil  of  more  than  6  square  feet  surface  is 
to  be  divided  into  two  parts,  and  each  of  more  than  20  square 
feet  into  three  or  more  parts — each  with  its  separate  steam  and 
drain- valves.  The  radiators  in  the  crew's  quarters  will  have 
the  valve-stems  squared  and  fitted  with  removable  keys.  The 
steam  and  drain-pipes  are  to  be  of  seamless-drawn  brass,  iron 
pipe  size,  suitably  connected  by  composition  fittings  in  a 
manner  that  will  enable  them  to  be  easily  taken  down  for 
19249—11 


74 

repairs.  All  union-joints  to  be  coned  or  to  have  corrugated 
copper  washers.  All  holes  through  decks  and  bulkheads 
to  be  thimbled  with  brass.  Steam  and  drain-pipes  to  be 
clothed  where  near  wood-work.  The  steam-pipes  will  connect 
with  the  auxiliary  steam-pipe  where  directed,  and  will  be 
fitted  with  adjustable  reducing-valves.  The  drain-pipe  of 
each  circuit  will  have  an  approved  steam-trap  discharging 
into  feed-tank,  and  elsewhere  as  may  be  directed. 

SHAFTS   THROUGH    BULKHEADS. 

All  shafts  passing  through  water-tight  bulkheads  will  be 
fitted  with  stuffing-boxes. 

FLOOR-PLATES. 

The  engine-rooms,  fire-rooms,  and  connecting  passages  are  to 
be  floored  with  wrought-iron  plates  J  inch  thick,  with  neatly 
matched  flat-topped  corrugations  running  fore  and  aft.  The 
plates  are  to  be  of  convenient  size  and  easily  removable,  except 
over  air-  ducts  in  fire-rooms.  They  will  rest  on  proper  ledges  of 
angle  or  T-iron,  and  will  have  drain-holes  where  necessary. 
Platforms  will  be  provided  for  getting  at  all  parts  of  the  main 
and  auxiliary  engines  and  boilers.  These  platforms,  where 
placed  over  moving  machinery,  will  be  fitted  the  same  as  the 
lower  floors.  In  other  places  they  will  be  made  of  iron-rods  f 
inch  square,  placed  f  inch  apart.  The  fire-room  floors  will  be  so 
arranged  as  to  permit  all  furnaces  to  be  easily  fired  without 
interfering  with  getting  out  coal. 

LADDERS. 

Ladders  will  be  fitted  wherever  necessary  for  reaching  the 
engine-rooms  and  fire-rooms  from  deck,  and  for  reaching  the 
various  platforms,  passages,  and  parts  of  machinery.  The 
engine-room  ladders  will  be  made  with  plate-iron  sides  and 
light  cast-iron  treads  with  corrugated  tops.  The  fire-room 
ladders  will  be  made  with  plate  sides  and  double  square-bar 
treads. 


75 

All  ladders  will  be  so  fitted  as  to  be  easily  removable 
where  required,  and  will  be  jointed  and  hinged,  with  neces- 
sary fastenings  and  gear,  where  they  have  to  be  moved  when 
closing  hatches.  Light  iron  ladders  will  be  fitted  to  and 
through  one  ventilator  in  each  engine-room  and  each  fire-room 
as  means  of  egress  when  the  battle-hatches  are  closed,  those  in 
the  fire-room  ventilators  to  be  removable. 

HAND-RAILS. 

Finished  brass  hand-rails  with  finished  wrought-iron  stan- 
chions, easily  removable  where  required,  will  be  fitted  to  all 
ladders  and  platforms,  and  around  all  moving  parts  of  ma- 
chinery, and  along  bulkheads  and  passage-ways. 

The  lower  ends  of  stanchions  to  pass  through  floor-plates, 
with  nuts  underneath. 

WORKING-PLATFORMS. 

There  is  to  be  a  working-platform  between  each  high- 
pressure  and  intermediate  engine,  over  the  engine-frame. 
The  counter,  revolution-indicators,  clock,  gauges,  telegraph- 
dials  and  other  engine-room  fittings  are  to  be  so  placed  near 
the  working-platform  as  to  be  in  full  view  while  working  the 
engines.  Speaking-tube  mouth-pieces  and  telegraph -levers  to 
be  conveniently  placed. 

WORKING-LEVERS    AND   GEAR. 

There  will  be  at  each  working-platform  the  following  hand- 
gear,  viz: 

One  reversing-lever ; 
Three  starting- valve  levers; 
Three  cylinder  drain-cock  levers; 
Hand  re  versing- wheel ; 
Throttle-valve  hand-wheel; 
Bleeder-valve  hand-wheel. 
Reversing-engine  stop-valve  hand-wheel ; 
Starting- valve  stop-valve  hand-wheel. 


76 

All  levers  are  to  have  spring-catches  of  "locomotive 
pattern." 

ENGINE-ROOM    INSTRUMENTS. 

Each  engine-room  will  be  fitted  with  the  following,  in  full 
view  of  the  working-platform  and  properly  lighted,  viz : 

One  Lane's  improved  spring  steam-gauge,  connected  to 
main  steam-pipe ; 

One  Lane's  improved  spring  steam-gauge,  connected  to  the 
high-pressure  exhaust-pipe; 

One  Lane's  improved  spring  compound-gauge,  connected  to 
the  intermediate  exhaust-pipe; 

One  Lane's  improved  spring  compound-gauge,  connected  to 
the  main  condenser; 

One  eight-day  clock  with  second-hand ; 

One  continuous  rotary  counter  with  positive  motion,  to 
register  from  1  to  1,000,000; 

Two  re  volution -indicators,  showing  on  suitable  dials  the 
speed  of  both  screw-engines; 

One  telegraph-dial. 

There  will  also  be  in  each  engine-room  the  following  in- 
struments, attached  directly  to  the  various  parts  of  the 
machinery : 

One  hot-well  thermometer,  to  be  connected  to  the  hot-well 
discharge-pipe; 

One  injection-water  thermometer ; 

One  discharge- water  thermometer ; 

One  steajn-therinometer  in  main  steam-pipe; 

One  mercurial  vacuum-gauge  on  main  condenser; 

One  counter  or  revolution-indicator  on  the  main  circulating- 
pump; 

One  continuous  rotary  counter  for  air-pump  \\ith  positive 
motion;  to  register  from  1  to  1,000,000. 

Each  working-platform  will  be  fitted  with  telegraph  and 
speaking-tubes  leading  to  engine-rooms,  fire-rooms,  wheel- 
house,  conning-tower,  bridge  and  where  directed. 

Each  engine-room  will  be  furnished  with  eight  approved 


77 
• 

indicators  of  standard  size  of  the  latest  pattern,  with  barrels 
of  sufficient  size  to  make  diagrams  not  less  than  5  inches 
long;  two  to  have,  each,  a  spring  of  80  pounds  to  the 
inch  and  one  of  64  pounds;  two  to  have,  each,  a  spring  of  40 
pounds  to  the  inch  and  one  of  32  pounds;  each  of  the  other 
four  indicators  to  have  a  spring  of  20  pounds  to  the  inch  and 
one  of  16  pounds.  All  indicators  to  be  nickel-plated  and  to 
be  complete  with  all  attachments.  One  extra  cock-attach- 
ment to  be  furnished  with  each  indicator.  Each  indicator 
to  be  in  its  own  case  and  to  be  suitably  marked.  Cases  to  be 
conveniently  stowed. 

There  will  also  be  in  each  engine-room  a  steam-gauge  on 
the  auxiliary  steam-pipe,  as  before  specified;  also  steam- 
gauges  on  the  steam-pipes  to  intermediate  and  low-pressure 
cylinder-jackets.  All  instrument  casings  and  fittings  to  be  of 
polished  brass.  All  thermometers  to  be  permanent  fixtures, 
with  stems  and  bulbs  protected. 

Each  blowing-engine  in  fire-rooms  will  be  fitted  with  an 
approved  revolution-indicator.  All  gauges,  thermometers, 
and  revolution-indicators  in  engine-rooms  will  be  suitably 
engraved,  on  dials  or  elsewhere,  to  show  to  what  they  are 
connected. 

LOG-DESKS. 

A  desk  of  approved  pattern,  with  locked  drawer,  is  to  be 
fitted  in  each  engine-room  where  directed. 

INDICATOR  FITTINGS   AND    MOTIONS. 

An  indicator  connection  is  to  be  made  to  each  end  of  each 
cylinder  of  main  engines,  and  to  each  end  of  each  air-pump 
as  near  as  possible  to  the  bore  of  the  cylinder,  and  so  as  to  be 
easily  accessible.  Each  indicator  when  in  place  is  to  be  con- 
nected to  but  one  end  of  a  cylinder.  The  connecting-pipes 
are  to  be  one-inch  bore,  without  bends.  The  indicator 
motion  of  each  engine  and  air-pump  is  to  be  so  fitted  that 
both  indicators  on  its  cylinder  can  be  connected  at  the  same 


78 

time.  The  motions  of  the  indicator-barrels  must  be  accu- 
rately coincident  with  the  motion  of  the  corresponding  pistons, 
and  such  as  to  give  a  motion  of  not  less  than  5  inches.  The 
steam-cylinders  of  all  auxiliary  engines  are  to  have  holes 
tapped  for  indicator  fittings  and  then  plugged.  These  en- 
gines are  to  have  portable  indicator  motions  fitted,  then 
removed  and  suitably  marked  and  stowed.  When  auxiliary 
engines  are  duplicated  but  one  set  of  indicator-motion  fittings 
need  be  supplied  for  all  of  each  kind. 

ENGINE-ROOM   TELEGRAPHS. 

A  repeating  telegraph  of  approved  pattern  is  to  be  fitted  in 
each  engine-room  and  connected  to  transmitters  in  conning- 
tower,  in  wheel-house  and  on  bridge.  The  connections  are  to 
be  made  in  such  manner  that  the  chance  of  derangement  shall 
be  minimized. 

SPEAKING-TUBES. 

Speaking-tubes  will  be  made  of  copper  not  less  than  No.  20 
B.  W.  G.  They  will  connect  each  engine-room  with  oach 
fire-room;  the  engine-rooms  with  each  other;  the  fire-rooms 
with  each  other;  each  engine-room  to  the  wheel-house,  con- 
ning-tower,  bridge  and  to  the  chief  engineer's  room;  each 
fire-room  with  the  upper  deck  close  to  the  top  of  the  ash-hoist, 
and  elsewhere  as  required.  Each  tube  will  be  fitted  at  each 
end  with  a  mouth-piece  and  approved  annunciator;  the  mouth- 
pieces to  be  connected  to  short  flexible  pipes  where  required. 
All  mouth-pieces  or  pipes  to  be  plainly  marked.  The  tubes 
will  be  suitably  cased  where  necessary. 

REVOLUTION-INDICATORS. 

Revolution-indicators  are  to  be  of  such  approved  pattern  as 
shall  not  be  affected  to  a  perceptible  degree  by  the  motion  of 
the  ship  or  by  changes  of  temperature.  They  must  be  worked 
off  the  engines  by  positive  motions,  and  must  be  so  fitted  that 
changes  of  engine  speed  shall  not  produce  violent  fluctuations 
of  the  indices. 


79 

TELL-TALES. 

Tell-tales  with  proper  connections  are  to  be  fitted  on  the 
bridge  and  in  the  conn  ing- tower,  to  show  the  direction  of  mo- 
tion of  the  propelling-engines. 

LUBRICATION. 

All  working  parts  of  machinery  are  to  be  fitted  with  efficient 
lubricators,  with  capacity  for  sufficient  oil  for  four  hours7  run- 
ning. Each  main  crank-pin  is  to  have  a  centrifugal  oiler 
each  to  be  fed  by  a  pipe  from  an  oil -box  on  top  of  the  adjoin- 
ing main  bearing,  also  a  telescopic  oiling-gear.  Each  main 
bearing  is  to  have  four  sight-feed  oil-cups  with  well-protected 
glass  tubes,  to  be  of  approved  pattern.  The  cross-heads  will 
each  have  a  wiping  oiling-gear  fitted  at  the  outboard  end  of 
the  stroke.  The  thrust-bearings  will  have  oil-boxes  as  before 
specified.  There  will  be  on  each  valve-chest  cover  a  globe 
oil-cup  to  lubricate  the  val ve-stems ;  also  a  globe  oil-cup  over 
each  valve-port.  Each  eccentric  will  have  a  long  oil-cup,  fed 
by  a  drip-pipe,  so  arranged  that  the  eccentric  will  be  thoroughly 
lubricated  in  all  positions.  There  will  be  fitted  to  each  main 
steam-pipe,  close  to  valve-chest,  a  Siebert  or  equivalent  steam 
sight-feed  oil-cup  of  two  quarts  capacity.  There  will  be 
smaller  steam  sight-feed  cups  on  each  circulating,  blowing, 
main-feed  and  bilge-pump  engine;  all  steam  sight-feed  cups  to 
have  ample  condensing  surface  on  their  steam-pipes.  Each 
three-cylinder  engine  will  have  a  continuous  automatic  lubri- 
cator of  approved  pattern.  All  working  parts  for  which  oil- 
cups  are  not  specified  or  shown  in  drawings  will  have  oiling- 
gear  of  approved  design,  such  that  they  can  be  oiled  without 
slowing.  All  the  oiling  of  each  auxiliary  engine  to  be  done 
by  one  oil-box  where  practicable.  All  fixed  oil-cups  are  to 
have  hinged  covers,  with  stops  to  prevent  being  opened  too 
far.  Moving  oil-cups,  where  necessary,  will  have  removable 
covers.  The  supply  of  oil  to  various  parts  is  to  be  easily  reg- 
ulated. All  oil-cups  and  their  fittings,  except  such  as  are  cast 


80 

on  bearings,  are  to  be  of  finished  cast-brass,  or  of  sheet-brass 
or  copper,  as  may  be  directed,  with  all  seams  brazed. 

OIL-DRIPS. 

All  fixed  bearings  will  have  drip-cups  cast  on  where  pos- 
sible, otherwise  they  will  be  of  cast-brass,  properly  applied. 
All  moving  parts  will  have  drip-cups  or  pans  cast  on  engine- 
frames  where  directed,  otherwise  to  be  substantially  made  of 
sheet-brass  or  copper  with  brazed  seams.  All  drip-cups  will 
have  drain-pipes  and  cocks  of  at  least  J  inch  diameter  which 
can  be  used  while  the  engines  are  in  operation. 

ASH-SPRINKLERS. 

A  valve  for  wetting  down  ashes  will  be  fitted  in  each  fire- 
room  where  directed,  and  will  be  fitted  with  all  necessary 
hose,  couplings  and  nozzles. 

JOURNAL-BOXES. 

All  journals  or  moving  parts  of  iron  or  steel  are  to  run, 
unless  otherwise  specified,  in  composition  boxes.  These  boxes 
are  to  be  lined  with  approved  anti-friction  metal  where  directed. 

MANDRELS   FOR   WHITE-METAL    BEARINGS. 

Hollow  cast-iron  mandrels,  as  shown,  are  to  be  furnished 
for  forming  the  white-metal  linings  of  crank-pin,  crank-shaft, 
line-shaft,  and  thrust-bearings.  All  these  to  be  smoothly  and 
accurately  turned  to  size  and  packed  so  as  to  be  perfectly  pro- 
tected. 

STUFFING-BOXES. 

All  iron  stuffing-boxes  are  to  have  composition  bushings. 
All  glands  are  to  be  of  composition.  Metallic  packing  will 
be  fitted,  as  elsewhere  specified.  All  glands  not  fitted  with 
pinion-nuts  and  spur-rings  will  have  lock-nuts  and  split-pins. 


81 

PUMP-CYLIN  DERS. 

All  pump-cylinders,  together  with  their  valve-boxes  and 
fittings,  will  be  made  of  composition.  Air-chambers  will  be 
fitted  on  the  delivery  sides  of  pumps  or  in  the  pipes,  as  may 
be  directed. 

BOLTS    AND    NUTS. 

* 

All  bolt-heads  and  nuts,  except  in  special  cases,  are  to  con- 
form to  the  United  States  Navy  standard.  Screw-threads  on 
bolts  and  nuts  less  than  2  inches  must  in  all  cases  conform  to 
the  above  standard.  All  finished  bolts,  except  as  directed, 
are  to  be  kept  from  turning  by  dowels  or  other  suitable  devices. 

The  nuts  of  all  bolts  on  moving  parts  and  on  pillow-blocks, 
and  elsewhere  as  shown,  are  to  be  fitted  with  keepers,  and  the 
bolts  will  extend  beyond  the  nuts,  without  threads,  and  fitted 
with  split-pins.  The  nuts  on  piston-rods  will  have  screw 
stop-pins. 

GEAR  FOR  WORKING  VALVES  FROM  DECK. 

The  rods  for  working  valves  from  the  main  deck  will  be 
guided  and  supported  on  deck  by  cast  composition  standards, 
left  rough  and  painted.  Each  rod  will  have  a  hand- wheel  at 
least  4  feet  above  the  deck.  The  stop-valve  hand-wheels  are 
to  be  16  inches  in  diameter;  each  to  be  fitted  with  an  approved 
lock  and  key.  The  wheels  will  be  of  brass,  polished,  and 
will  have  their  rims  connected  with  the  hubs  by  plain  discs 
without  holes  in  them.  Or  in  lieu  of  hand-wheels,  if  directed, 
polished  brass  bar-handles  will  be  fitted  to  squares  on  the 
turning-rods,  and  will  be  stowed  in  beckets  on  bulkheads. 
All  hand- wheels  to  be  engraved  with  name;  or  cast-brass 
label-plates  with  polished  raised  letters  will  be  fixed  to  adjoin- 
ing bulkheads. 

SUPPORTS   FOR   LAMPS. 

Supports  for  lamps  will  be  fitted  as  and  where  directed. 

19240—12 


82 

LIFTING-GEAR. 

Efficient  lifting-gear,  consisting  of  traveler-bars  and  pul- 
leys, deck-beam  clamps,  turn-buckles,  shackles,  hooks,  eye- 
bolts,  and  as  may  be  directed,  will  be  fitted  wherever  required 
for  lifting  parts  of  the  machinery  for  overhauling  and  repair- 
ing. 

OIL-TANKS. 

Four  oil-tanks,  of  250  gallons  capacity  each,  will  be  fitted 
where  directed,  with  facilities  for  filling  from  deck.  They 
will  be  made  of  wrought-iron  not  less  than  J  inch  thick,  and 
each  will  have  a  man-hole  and  cover  near  the  top  and  a  locked 
cock  for  drawing  oil.  In  each  engine-room  there  will  be  fitted 
two  copper  oil-tanks  of  20  gallons  each  and  two  of  8  gallons 
each,  and  in  each  boiler  compartment  one  of  5  gallons,  all 
with  lock-cocks.  All  oil-tanks  will  be  fitted  with  drip-pans. 

An  iron  tallow-tank,  divided  into  two  parts,  with  hinged 
covers,  will  be  fitted  where  directed. 

VENTILATORS. 

Ventilators  with  cowls  well  above  the  awnings  are  to  be 
fitted,  two  27-inch  to  each  fire-room,  and  three  to  each  engine- 
room,  36  inches  diameter  above  upper-deck  and  30  by  42 
inches  below. 

Each  fire-room  ventilator  will  be  fitted  as  an  ash-hoist  and 
provided  with  all  the  necessary  gear  for  hoisting  ashes,  and 
with  door  at  the  side  of  the  ventilator  at  the  upper  deck  to 
remove  the  ash-buckets.  The  ventilator-shafts  are  to  be  made 
of  wrought-iron  or  steel  not  less  than  J  inch  thick,  and  the 
cowls  will  be  made  of  copper,  No.  12  B.  W.  G.,  not  plan- 
ished. The  base-rings  of  cowls  will  be  of  cast  composition, 
finished  on  working  parts,  but  left  unfinished  on  the  outside. 
All  cowls  are  to  be  fitted  with  gear  for  turning  them  from 
engine-rooms  and  fire-rooms;  the  gear  to  be  of  composition, 
except  the  spindles,  which  will  be  of  wrought-iron.  Brass 
hand-wheels  or  T-handles  will  be  fitted  to  spindles  in  engine 
and  tire-rooms. 


83 

INSTRUMENTS. 

The  following  instruments  and  tools  are  to  be  furnished  in 
addition  to  those  elsewhere  specified,  viz : 

Two  indicators  of  the  same  kind  as  furnished  for  the  main 
engines;  each  with  springs  of  80,  64,  40  and  20  pounds  to 
the  inch;  each  in  its  own  case,  with  fittings  complete,  and 
with  two  extra  cock  attachments; 

Two  spare  water-thermometers ; 

Two  spare  steam-thermometers ; 

One  standardized  thermometer  in  suitable  case,  with  certifi- 
cate of  standardization ; 

A  fixed  trammel  for  setting  the  main  slide-valves  without 
removing  covers ;  the  valve-stems  to  be  properly  marked  for 
this  purpose; 

Fixed  trammels  or  gauges  for  aligning  crank-shafts;  brass 
pins  to  be  let  into  bases  of  pillow-blocks  and  into  engine- 
frames  and  center-marked  for  this  purpose. 

All  trammels  and* gauges  to  have  protecting  cases. 

TOOLS. 

One  set  of  wrenches  complete  for  each  engine-room  and  for 
each  boiler  compartment,  to  be  fitted  to  all  nuts  in  their  re- 
spective compartments,  plainly  marked  with  sizes,  and  fitted 
in  iron  racks  of  approved  pattern.  The  wrenches  for  nuts 
of  bolts  less  than  1  inch  diameter  will  be  finished,  and  for  all 
over  2  inches  diameter  will  be  box-wrenches,  where  such  can 
be  used.  Socket-wrenches  to  be  furnished  where  required. 
Open-end  wrenches  are  to  be  of  steel  or  of  wrought-iron,  with 
case-hardened  jaws;  all  others  to  be  of  wrought-iron  or  cast- 
steel. 

One  pair  of  taps,  on  rod,  for  tapping  front  and  back  tube- 
sheets  of  main  boilers  at  one  operation.  This  is  to  be  a 
duplicate  of  that  used  in  originally  tapping  the  sheets,  and  is 
to  be  so  packed  as  to  be  perfectly  protected  from  injury. 

A  similar  pair  of  taps  for  the  auxiliary  boilers. 

Two  complete  sets  of  fire-tools  for  each  fire-room. 


84 

Twelve  coal-buckets  and  twelve  ash -buckets. 
All  tools  to  be  conveniently  stowed. 

DUPLICATE   PIECES. 

The  following  duplicate  pieces,  in  addition  to  others  speci- 
fied, are  to  be  furnished,  fitted  and  ready  for  use,  viz : 

One  set  of  valves  for  each  pump; 

One  valve-seat,  with  guards  and  bolts  complete,  for  air- 
pumps; 

One-half  set  of  follower-bolts  and  nuts  for  each  steam- 
piston,  and  one  set  for  each  air-pump  piston ; 

One-half  set  of  springs  for  each  steam-piston ; 

Two  back  brasses  and  two  front  brasses  for  crank-shaft 
journals; 

Two  crown  brasses  and  two  butt  brasses  for  crank- pin 
journals; 

Two  crown  brasses  and  two  butt  brasses  for  cross-head 
journals; 

Two  composition  shoes  for  cross-heads; 

One  section  of  crank-shaft,  to  be  fitted  in  place,  and  deliv- 
ered at  such  naval  station  in  the  United  States  as  may  be 
directed,  to  be  left  in  store ; 

One  complete  set  of  brasses  for  each  main  engine  valve- 
gear; 

One  complete  set  of  brasses  for  each  circulating-pump  en- 
gine, each  air-pump  engine,  each  main  feed-pump,  each  fire- 
pump  and  each  blowing-engine; 

One  hundred  stay-tubes  for  main  boilers,  threaded  to  fit 
threads  in  tube-sheets,  with  ends  wrapped  in  canvas; 

One  hundred  ordinary  boiler-tubes  for  main  boilers,  swelled 
at  one  end  and  annealed,  ready  for  use; 

One  complete  set  of  stay-tubes  for  auxiliary  boiler,  ready 
for  use; 

All  boiler-tubes  to  be  securely  stowed  in  raeks,  or  as 
directed ; 

Two  hundred  condenser-tubes,  packed  in  boxes; 

Fifty  condenser-tube  glands; 


85 

One  spare  spring  for  each  safety-valve  and  relief- valve; 

One  spare  basket  for  each  Macomb  bilge-strainer; 

One-eighth  of  a  set  of  grate-bars  and  bearers  for  all  fur- 
naces. 

All  duplicate  pieces,  not  of  brass,  except  as  otherwise  spec- 
ified, are  to  be  painted  with  three  coats  of  white  lead  and  oil 
and  well  lashed  in  tarred  canvas,  with  the  name  painted  on 
outside.  Brass  pieces  are  to  be  marked  or  stamped.  All 
pieces  to  be  stowed  in  an  approved  manner. 

SECURING    ENGINES    IN   SHIP. 

The  bases  of  crank-shaft  pillow-blocks  will  be  secured  to 
engine-seatiugs  by  body-bound  through  holding-down  bolts, 
with  locked  nuts  at  upper  ends.  Holes  in  engine-seating  and 
bases  to  be  reamed  when  the  bases  are  in  place.  The  keys 
between  bases  and  crank-shaft  pillow-blocks  to  be  fitted  out 
of  wind. 

The  inboard  foot  of  each  cylinder  to  rest  on  wrought-iron 
fitting  pieces  about  J  inch  thick ;  these  pieces  to  be  riveted  to 
the  engine-seating  and  surfaced  perfectly  parallel  to  each  other 
and  to  the  upper  surfaces  of  keys  in  bases  of  crank-shaft 
pillow-blocks.  The  cylinders  to  be  securely  bolted  to  these 
pieces — iron  to  iron — by  body-bound  through  holding-down 
bolts,  with  locked  nuts  at  upper  ends;  the  bodies  of  bolts  to 
be  turned,  and  the  holes  in  seatings  and  cylinder  feet  to  be 
reamed  in  place.  The  cylinder  axes  must  each  be  exactly 
perpendicular  to  the  axis  of  the  crank-shaft  and  pass  through 
the  middle  of  the  length  of  the  crank-pin.  The  outer  sup- 
ports of  cylinders  and  the  inboard  supports  of  cross-head  slides 
to  rest  on  iron  washers,  and  be  secured  to  the  seatings  by 
finished  through-bolts  having  locked  nuts. 

The  ends  of  cross-head  slides  next  the  cylinders  to  be  secured 
to  the  cylinders  as  shown  in  drawings. 

The  line-shaft  and  thrust-bearing  pillow-blocks  to  be  se- 
cured to  the  vessel  in  same  manner  as  supports  for  cross-head 
slides. 


86 

When  finally  secured  all  shafting  must  be  accurately  in  line 
with  the  vessel  at  load-draught  and  ordinary  stowage. 

The  air-pumps,  circulating-pumps  and  all  auxiliary  engines 
to  be  secured  to  their  seatings  in  the  same  manner  as  supports 
for  cross-head  slides;  all  parts  of  machinery  and  boilers  are  to 
be  secured  in  an  approved  manner  to  prevent  displacement 
when  the  vessel  is  used  for  ramming.  The  contractors  for  the 
hull  will  supply  the  labor  to  fit  the  seatings  to  the  engines, 
boilers  and  auxiliaries. 

MATERIALS   AND   WORKMANSHIP. 

All  castings  must  be  sound  and  true  to  form,  and  before 
being  painted  must  be  well  cleaned  of  sand  and  scale  and  all 
fins  and  roughness  removed. 

No  imperfect  casting  or  unsound  forging  will  be  used  if  the 
defect  affects  the  strength  or  to  a  marked  degree  its  sightli- 
ness. 

All  nuts  on  rough  castings  are  to  fit  facings  raised  above 
the  surface.  All  flanges  of  castings  are  to  be  faced,  and  those 
coupled  together  are  to  have  their  edges  made  fair  with  each 
other.  The  facings  of  all  circular  flanges  are  to  be  grooved. 

All  bolt-holes  in  permanently  fixed  parts  are  to  be  reamed 
or  drilled  fair  and  true  in  place,  and  the  bodies  of  bolts  finished 
to  fit  them  snugly. 

All  threads  on  bolts  and  nuts  less  than  two  inches  are  to  be 
of  the  United  States  Navy  standard. 

All  pipes  beneath  floor-plates  are  to  be  connected  by  forged 
bolts  and  nuts  of  naval  brass. 

All  brasses  are  to  fit  loosely  between  collars  of  shafting. 

All  brasses  or  journals  are  to  be  properly  channeled  for  the 
distribution  of  oil. 

Packing  for  stuffing-boxes  to  be  such  as  may  be  approved. 

All  small  pins  of  working  parts  are  to  be  well  case-hardened. 

All  materials  used  in  the  construction  of  the  machinery  are 
to  be  of  the  best  quality.  The  iron  castings  are  to  be  made  of 
the  best  pig-iron,  not  scrap. 


87 

Composition  castings  will  be  made  of  new  materials.  The 
various  compositions  will  be  by  weight  as  follows,  viz: 

For  all  journal-boxes  and  guide-gibs,  where  not  otherwise 
specified : 

Copper,  6  parts; 
Tin,  1  part; 
Zinc,  J  part. 
Naval  brass: 

Copper,  62  per  cent.; 
Tin,  1  per  cent.; 
Zinc,  37  per  cent. 

For  composition  not  otherwise  specified  : 
Copper,  88  per  cent. ; 
Tin,  10  per  cent. ; 
Zinc,  2  per  cent. 

Muutz  metal  to  be  of  the  best  commercial  quality. 
Anti-friction  metal  to  be  of  approved  kind. 
Ornamental  brass  fittings  are  to  be  of  good  uniform  color. 
All  castings  are  to  be  increased  in  thickness  around  core- 
holes.     Core-holes  are  to  be  tapped  and  the  core-plugs  screwed 
in  and  locked. 

All  steel  forgings  are  to  be  without  welds  and  to  be  free 
from  laminations. 

All  flanges,  collars  and  oif-sets  to  have  well-rounded  fillets. 
All  boiler-plates  are  to  be  well  cleaned  of  oxide-of-iron 
scale. 

All  flanged  parts  of  boilers  are  to  be  annealed,  after  flang- 
ing, in  an  approved  manner. 

All  bolts  for  securing  the  boiler  attachments  are,  where 
possible,  to  be  screwed  through  the  boiler-plates  with  heads 
inside. 

All  work  is  to  be  in  every  respect  of  the  first  quality  and 
executed  in  a  workmanlike  and  substantial  manner. 

Any  portion  of  the  work,  whether  partially  or  entirely 
completed,  found  defective,  must  be  removed  and  satisfactorily 
replaced  without  extra  charge. 


88 

TESTS    OF    MATERIALS. 

All  materials  used  in  construction  of  the  boilers,  shafting 
and  steel  castings  will  be  tested  in  accordance  with  the  "In- 
structions to  Inspectors  "  accompanying  these  specifications. 

All  boiler  and  condenser-tubes  must  be  tested  to  300  pounds 
internal  water-pressure  before  being  put  in  place.  India-rub- 
ber valves  taken  at  random  must  stand  a  dry-heat  test  of  270° 
F.  for  one  hour  and  a  moist  heat  test  of  320°  for  three  hours 
without  the  quality  being  impaired. 

TESTS    OF    BOILERS    AND    MACHINERY. 

Before  the  boilers  are  painted  or  placed  in  the  vessel  they 
will  be  tested  under  a  pressure  of  225  pounds  to  the  square 
inch  above  atmospheric  pressure.  This  pressure  is  to  be  ob- 
tained by  the  application  of  heat  to  water  within  the  boilers, 
the  water  filling  the  boilers  quite  full. 

Each  high-pressure  cylinder,  jacket,  and  valve-chest,  the 
steam-pipes  and  valves,  the  auxiliary  engines,  and  all  fittings 
and  connections  subjected  to  the  boiler  pressure  are  to  be  tested 
by  water-pressure  to  225  pounds  to  the  square  inch ;  the  in- 
termediate cylinders  and  connections  to  150  pounds;  the  low- 
pressure  cylinders  and  connections  to  135  pounds;  the  con- 
densers to  30  pounds.  The  pumps,  valve-boxes  and  air- 
vessels  of  the  feed,  fire  and  bilge-pumps  are  to  be  tested  to 
250  pounds  per  square  inch.  The  cylinders  and  condensers 
are  to  be  tested  before  being  placed  on  board,  and  must  be  so 
placed  that  all  parts  may  be  accessible  for  examination  by  the 
Inspector  during  the  test.  All  parts  are  also  to  be  tested 
after  being  secured  on  board.  No  lagging  or  covering  is  to 
be  on  the  cylinders  or  condensers  during  the  tests. 

PAINTING. 

After  a  satisfactory  test  the  boilers  are  to  be  painted  on  the 
outside  with  two  coats  of  brown  zinc  and  oil,  and  when  in 
place  the  fronts  will  be  painted  with  one  coat  of  black  paint. 


89 
»• 

All  engine-work,  not  finished,  to  be  primed  with  two  coats 
of  brown  zinc  and  oil,  and  when  placed  in  position  on  board 
the  vessel  will  be  painted  with  two  coats  of  paint  of  approved 
color.  The  shafting,  when  in  place,  is  to  be  painted  with  two 
coats  of  red  lead  and  oil  and  two  coats  of  black  paint. 

The  smoke-pipes  are  to  be  thoroughly  painted  before  and 
after  erection  on  board.  The  ventilators  and  cowls  will  be 
painted  similarly  to  the  smoke-pipes,  except  the  interiors  of 
the  cowls,  which  will  be  painted  vermilion. 

All  steam-pipes  not  lagged  with  wood  will  be  painted 
white;  exhaust-pipes,  green;  water-supply  pipes,  red;  and 
water-discharge  pipes,  lead  color. 

PRELIMINARY   TESTS   AND   TRIALS. 

Steam  is  not  to  be  raised  in  the  boilers  until  after  the 
water-test  on  board,  unless  desired  for  drying  joints,  for 
which  purpose  the  pressure  must  not  exceed  10  pounds  per 
square  inch. 

After  testing,  steam  will  be  raised  in  the  boilers  whenever 
required  to  test  the  connections  and  the  workings  of  all  parts 
of  main  and  auxiliary  engines.  All  expense  of  such  prelim- 
inary tests  will  be  borne  by  the  contractor. 

SUPERINTENDING    NAVAL   ENGINEER^   OFFICE. 

A  suitable  office  and  draughting-room,  properly  furnished, 
fitted,  and  heated,  is  to  be  furnished  by  the  contractor  for  the 
use  of  the  Superintending  Naval  Engineer  and  his  assistants 
during  the  building  of  the  machinery  and  its  erection  on  board. 

RECORD   OF   WEIGHTS. 

The  actual  finished  weights  of  all  machinery  and  appur- 
tenances thereto  as  fitted,  also,  all  stores,  spare  machinery, 
and  tools,  will  be  weighed  by  the  contractor  in  the  presence 
of  the  Superintending  Naval  Engineer,  or  one  of  his  assist- 
ants, who  will  certify  to  the  same,  before  being  placed  in  the 
vessel,  and  the  weights,  in  detail,  will  be  forwarded  once  a 
19240—13 


90 

month  to  the  Bureau  of  Steam  Engineering ;  also  a  statement 
of  the  aggregate  weights  to  the  Bureau  of  Construction  and 
Repair. 

WORKING-DRAWINGS. 

All  drawings  necessary  for  the  prosecution  of  the  "work 
must  be  prepared  by  and  at  the  expense  of  the  contractor. 
Those  which  are  developments  of  the  drawings  furnished 
and  of  these  specifications  will  be  subject  to  the  approval  of 
the  Superintending  Naval  Engineer  before  the  work  is  or- 
dered or  commenced. 

In  the  drawings  furnished  figured  dimensions,  where  given, 
will  be  followed,  and  not  scale  dimensions,  unless  otherwise 
directed.  All  discrepancies  discovered  in  drawings,  or  be- 
tween drawings  and  specifications,  will  be  referred  to  the  Su- 
perintending Naval  Engineer,  who  will  keep  a  record  of  the 
same,  together  with  his  decisions,  and  report  the  same  to  the 
Bureau  of  Steam  Engineering. 

CHANGES   IN   PLANS. 

The  contractor  must  make  no  changes  from  the  drawings 
furnished,  except  as  herein  directed,  or  from  the  provisions  of 
these  specifications,  without  preparing  complete  plans  of  such 
proposed  changes  and  submitting  the  same  to  the  Superin- 
tending Naval  Engineer  for  the  approval  of  the  Navy  De- 
partment. 

DRAWINGS   OF   COMPLETED   MACHINERY. 

Draughtsmen  will  be  employed  by  the  Bureau  of  Steam 
Engineering,  who  will,  under  the  direction  of  the  Superin- 
tending Naval  Engineer,  make  a  complete  set  of  general  and 
detail  drawings  of  the  machinery  and  boilers  as  fitted.  These 
plans  will  be  forwarded  to  the  Bureau  of  Steam  Engineering 
as  the  work  progresses. 

A  copy  of  these  drawings  will  be  made  by  these  draughts- 
men, to  be  a  part  of  the  outfit  of  the  vessel. 


91 

OMISSIONS. 

The  engines,  boihrs,  uptakes  and  smoke-pipes,  all  auxil- 
iaries, piping  and  connections,  all  sea-valves  (except  the  cut- 
ting of  the  holes  for  the  same),  and  all  parts  described  in 
these  specifications  and  in  the  official  drawings  are  to  be  fitted 
complete  to  the  vessel  by  the  engine  contractors ;  and  any  part 
of  the  machinery,  or  any  article  pertaining  thereto,  which 
may  have  been  inadvertently  omitted  from  these  specifica- 
tions or  from  the  official  drawings,  but  which  is  necessary  for 
the  proper  completion  of  the  vessel,  is  to  be  supplied  by  the 
contractor  without  extra  charge. 


RETURN  TO  the  circulation  desk  of  any 
University  of  California  Library 
or  to  the 

NORTHERN  REGIONAL  LIBRARY  FACILITY 
Bldg.  400,  Richmond  Field  Station 
University  of  California 
Richmond,  CA  94804-4698 

ALL  BOOKS  MAY  BE  RECALLED  AFTER  7  DAYS 
2-month  loans  may  be  renewed  by  calling 

(510)642-6753 
1-year  loans  may  be  recharged  by  bringing  books 

to  NRLF 
Renewals  and  recharges  may  be  made  4  days 

prior  to  due  date 

DUE  AS  STAMPED  BELOW 


JAN 


YB  52103 


